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GERMAN MARINE EQUIPMENT | DIRECTORY
Editorial 03
VDMA: Leading technologies for marine industries around the world
1
Engines & power generation
06 08 12 15
VDMA: Gas-powered engines for marine applications MAN Diesel & Turbo: Focus on green technology MTU: Standardised diesel gensets for commercial applications SICK: Continuous emission monitoring system
2
Propulsion & manoeuvring technology
16 18 20 21 22 23 24 26
Schaeffler: Targeted rolling bearing optimisation VULKAN Couplings: Integrated shaft coupling design ZF Marine: Product portfolio of marine transmissions extended REINTJES: Alternative drive for slow speeds Schottel: Reliable azimuth propulsion and manoeuvring systems Becker marine systems: Significant fuel saving potential Andritz Hydro–Escher Wyss Propellers: Increased performance for propellers Voith Turbo: Improved manoeuvrability and economical operation
3
Ship‘s equipment
28 30 32 33 34 36 38 39
GEA Group: Cooling technology for low viscosity fuels Mahle Industrial Filtration: Efficient water treatment systems RWO: CleanBallast system successful in operation Herborner Pumpenfabrik: Compact vacuum and wastewater block pump Körting: Reliable ejector technology on ships HATLAPA: Advanced VFD technology for large AHT winches Liebherr: Range of heavy lift offshore cranes extended Oventrop: Hydronic balancing systems for cruise ships
4
Electrical engineering & automation
40 42 44 46 48 50 52
Phoenix Contact: Control technology for exhaust gas system Schaller Automation: Bearing monitoring system WAGO: Catamaran with modern automation technology NORIS Automation: Open automation platform fosters fuel reduction Bachmann electronic: Next generation redundancy system Rittal: Protection of sensitive electronics on ships Eaton: Reliable power protection solutions for cruise vessels
5
Navigation & communication
54 56 58 59
Raytheon Anschütz: New generation of integrated navigation SAM Electronics: One solution for automation and navigation Siemens: Green fleet management INTERSCHALT: Enhanced maritime satellite communication
6
Special outfitting
61 62
SCHWEPPER: Lock and hardware concepts for ships Podszuck: Large fire doors successfully tested and approved
GreenGuide The protection of the environment and the reduction of emissions have become a focal point of the marine industry’s interest. This edition is featuring a “GreenGuide” that emphasises the environmentally friendly characteristics of the presented technologies.
CO2
SOx
Greenhouse gas reduction
Efficiency
Sustainability/ conservation of resources
Avoidance of the spread of non-native marine organisms
Emission reduction of sulphur oxide
Noise reduction in the ocean
Reduction of marine contamination/pollution
NOx
Emission reduction of nitrogen oxide
1 2 3
5 6 Special VDMA | Schiff & Hafen | 2011/12
3
GERMAN MARINE EQUIPMENT | COMMENT
Leading technologies for marine industries around the world Safety, reliability and energy efficiency as well as lowest environmental impact in all systems on board – this is the focus in today’s shipping industry. Modern commercial ships are hightech transport systems, comparable in their complexity to aircraft. As many as 30 equipment systems need to be dovetailed into a single, complex “floating plant” and operate to a very high degree of reliability. These equipment systems – from propulsion, energy supply, automation and intelligent loading systems to navigation and communication equipment, safety and
German suppliers are intensifying innovation with the priority aim of significantly improving economy and exploitability for national and international shipowners beyond that of a ship’s normal life cycle. Dominating thinking here are lower fuel consumption, more on-board safety, a higher degree of automation, longer periods between overhauls, comprehensive on-board environmental protection and the reduction of ship operational costs. It is with the same aim in mind that German suppliers are optimising the product related, globally flexible service networks and concluding forward-looking co-operation deals.
German equipment suppliers are therefore working consistently to direct the thinking and working practices of their employees into this future-oriented form of co-operation. The fact that shipowners, as customers, along with capable technology partners in German universities and class societies are also closely involved Hauke Schlegel and Dr. Joerg Mutschler Managing Directors VDMA – German Engineering Federation in this difficult but Marine and Offshore Equipment Industries necessary process and co-operate withfire prevention systems and so on – need to in a “shipbuilding network” is a quite unique work perfectly around the clock. This is the job and important competitive factor for the Gerof a highly-capable and specialised shipbuilding man shipbuilding industry. equipment industry which co-operates closely with national and international shipyards and As well as making efforts to constantly improve with shipowners when products and systems their products and system competence, German are being developed. equipment suppliers are also increasing their market presence world-wide in order to meet In Germany through the decades this has rethe demands of international customers for sulted in the creation of a highly qualified ma“on-site” professional consultancy and service. rine industry whose globally recognised competence stems largely from a combination of With this publication we would like to bring inexperience and innovation. The predominantly ternational shipowners, shipyards, institutes and medium-sized companies which make up the all those interested in shipbuilding up to date German equipment supply industry have sucon the current technological situation and the ceeded in boosting exports to more than 70% further development of a number of important of production in the past 30 years. The sector ship systems offered by the German industry. groups about 400 companies which together We hope this will provide readers with interestturn over 12 billion Euro a year and employ ing, practical and future-oriented information about 72,000 people. They are located not only and arouse interest in seeking and deepening in coastal areas but scattered throughout the contact with our capable German marine equipwhole country. ment companies.
4
Special VDMA | Schiff & Hafen | 2011/12
VDMA – Marine and Offshore Equipment Industries This branch association is a special division of the well-known non-profit organisation VDMA (German Engineering Federation). This special group represents the whole industry with the member companies from all branches like mechanical engineering, electrical and electronic industry. VDMA is supporting its mainly medium-sized member companies with a wide range of activities and services: X intensifying mutual cooperation with yards and operators in technological as well as commercial fields, X supporting worldwide customers in arranging contacts with German marine equipment manufacturers, X fostering the free and fair market principles in the world marine market by means of close contacts with various international organisations, X sponsoring important international exhibitions in the shipbuilding sector. The group is also a member of EMEC (European Marine Equipment Council). Contact
VDMA – Marine and Offshore Equipment Industries Weidestraße 134, 22083 Hamburg, Germany phone: +49-40-50 72 07-0 fax: +49-40-50 72 07-55
[email protected] email: web: www.vdma.com/ marine-equipment www. german-marine-equipment.de
online directory:
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GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION
CO C O2
Gas-powered engines for marine applications
SOx NOx
VDMA Due to the increasingly strict emission limits, LNG is becoming more and more interesting as a fuel for ships. While LNG offers many advantages for the shipping industry, the infrastructure remains a challenge.
T
he International Maritime Organisation (IMO) has reduced the limit values for sulphur content in fuel and nitrogen oxide emissions in line with global requirements. More stringent requirements apply in this connection in the designated emission control areas (ECA). The North Sea and Baltic have long been a SOx ECA, and there are now plans in the states bordering the Baltic to expand this SOx ECA area so that it is also a NOx ECA. The coastline of North Ameri-
and solutions to conform with the limit values in the ECAs. However, a standard solution for all requirement profiles will not be possible in this connection. Depending on the application, a combination of inengine solutions, exhaust-gas aftertreatment systems and use of clean fuels will need to be considered. Liquefied natural gas (LNG) is becoming an increasingly attractive option as a fuel for ships considering its advantages with respect to complying
This LNG carrier is powered by five dual-fuel engines
ca will soon also be an ECA. It is thus becoming increasingly necessary for the shipping industry to find practical and low-cost options for reducing emissions. Solutions for complying with the sulphur limit values must be found by 2015, while the more stringent nitric oxide limit values will apply in the zones indicated just one year later. Shipowners, ship builders and the marine equipment industry are developing technologies
6
with the more stringent limit values for air pollutants. This is because the exhaust gases from the combustion of liquefied natural gas are practically free of sulphur oxide and particles and the nitric oxide emissions could therefore be reduced by approx. 90%. The statutory regulations would thus be reliably met. Using gas engines on ships is also an option when these environmental advantages of LNG are taken into account. LNG
Special VDMA | Schiff & Hafen | 2011/12
is already well-established as a fuel in LNG carriers. Part of the load in these gas tankers leaks out as so-called boil-off gas due to heating up during transport. Dual-fuel engines, which can be operated with both gas and heavy fuel oil, use this leaked gas as a fuel. It is utilised for propulsion purposes after loading at the gas-field terminals, while bunkered liquid fuel is burned during empty voyages. LNG carriers are thus independent and do not rely on a gas infrastructure.
Photo: MAN Diesel & Turbo SE
Creating such an infrastructure would be one of the challenges with the widespread introduction of gas as a marine fuel. Suitable terminals still have to be built in many cases. Considerable market penetration is initially expected in the Baltic. Here it would be possible to make a fast introduction of gas for powering numerous ships. Some neighbouring countries have their own gas resources and support the introduction of gas-powered
engines, while other countries have, at the very least, a shorebased gas infrastructure. A limited sea area is involved here with heavy shipping traffic on specified routes. Ferries and feeder ships usually always call at the same ports, so it would be obvious where to locate the gas terminals. With regard to practical implementation, however, there are considerable uncertainties when it comes to filling up with and storing the gas. Appropriate rules are currently being formulated under the auspices of the IMO. The International Code of Safety for Gas-fuelled Engine Installations (IGF Code) is due to come into force in 2014. The lower energy density of LNG has proved to be unfavourable from an economic perspective. Twice the space is required for bunkering LNG compared with diesel fuel. The engine manufacturers and their suppliers in the VDMA are optimally equipped for tackling the upcoming challenges. Thanks to their experience with dual-fuel and stationary gas engines, wellfunded in-house development departments and an effective network of research facilities, universities of applied sciences, suppliers, service providers and ship builders, they have the best prerequisites for designing and manufacturing suitable marine engines. The proximity to specialised shipyards and the Baltic as a possible application area will facilitate the worldwide marketing of these technologies. This is because, regardless of whether or not an area is designated as an emission control area, there are in general numerous areas
GEA Heat Exchangers
View of engine room
around the world with routes suitable for ships with gaspowered engines. Use of natural gas also offers additional benefits compared with liquid fossil fuels apart from the environmental aspects. Its longer-term availability is one advantage. It is currently estimated that conventional gas resources will last for approximately 60 years, i.e. longer than petroleum reserves. New deposits of gas are being discovered and procedures are being developed for also extracting natural gas from non-conventional resources, so reserves of natural gas could last even longer. LNG currently has a price advantage vis-à-vis liquid fuels, which offsets the higher investment costs, as these are recouped due to the savings achieved in operating costs. The image factor can also not be discounted. Shipowners can appeal to new customer groups by investing in particularly clean technologies and also benefit from this by implementing a consistent concept. The ecological and economic advantages can be achieved in a CO2-neutral manner. Natural gas is composed mainly of methane, which is one of the greenhouse gases that are harmful to the climate. Owing to the combustion engine design, a small part of the methane is discharged unburned, via the discharge valves, into the exhaust gas flow and thus
Photo: MAN Diesel & Turbo SE
into the atmosphere. However, this so-called methane slip is offset by the CO2 savings that can be achieved with natural gas compared with diesel fuels. The R&D departments of engine manufacturers, universities of applied sciences and collaborative basic research projects are working intensively on ways of further reducing the methane slip. Ultimately, the greatest possible degree of gas burning would mean an efficiency increase in the engine and thus ready savings for the customer. The maritime applications can benefit here from the fact that stationary gas engines for generating electricity and heat onshore are already a mature and widely available technology, and improvements achieved there can be transferred to marine engines. It must be expected that it will be possible in the next few years generally to continue to make a significant reduction in the methane slip and thus the gas emissions harmful to the atmosphere. The member companies of VDMA Engines and Systems offer a wide range of customised and environment-friendly solutions for marine propulsion systems and onboard energy supply. In cooperation with their customers, the firms develop optimal solutions for the overall ship system. Dualfuel or gas engines are increasingly becoming part of this solution.
Heat Transfer is our Passion GEA Heat Exchangers – the greatest extent and depth of product ranges for customized heat exchangers in the world. For all feasible marine and offshore applications, GEA Heat Exchangers – the heat-exchanger segment of the GEA Group – offers optimal solutions as your one-stop supplier, and in addition provides you with powerful support in all areas of heat exchange.
The largest assortment of heat exchangers Great innovation capability through close collaboration among GEA companies Production plants around the world Maximum proximity to our customers and to the market
GEA Heat Exchangers www.gea-heatexchangers.com
GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION
Focus on green technology
CO2
SO Ox NOx
MAN DIESEL & TURBO Protecting the environment is a crucial concern of MAN Diesel & Turbo. As such, the company consistently invests significant sums in R&D because, in the face of increasingly stringent emissions legislation, it is believed that this is the capacity for innovation that will determine how a competitive edge in the future can be secured.
S
ince the introduction of “IMO Tier-I”, the first stage of the “IMO MARPOL 73/78 Annex VI” emissions regulations for marine diesel engines dating from 2000, MAN Diesel & Turbo has significantly expanded its range of NOx-optimised engines. Indeed, every engine in MAN Diesel & Turbo’s portfolio already meets Tier-II emissions
requirements. However, emission limits are set to become even stricter in future with IMO Tier-III, the third generation of the emissions limits for global shipping set by the International Maritime Organisation (IMO), set to come into force in 2016. This also means that NOx emissions in coastal waters will have to be 80% lower than in 2010.
MAN Diesel & Turbo showcased what such technical solutions might look like in the future at SMM (shipbuilding, machinery and marine technology) – the world’s foremost shipping trade fair – in Hamburg in September 2010. A lightweight version of the four-stroke type 20V32/44CR engine was specially produced for the trade fair, together with an SCR catalytic converter, to illustrate the company’s IMO Tier-III solution of the future. CentAur: new emissions test centre
MAN Diesel & Turbo’s new emissions test centre at its headquarters in Augsburg, Germany officially started operations in March 2011. The Clean Exhaust Test Centre in Augsburg, dubbed ‘CentAur’, will be used to develop and test measures aimed at reducing emissions from medium-speed marine and power-generation engines. The new centre has the optimisation and further development of environmental technologies as a primary target. With a view to meeting future challenges, the new CentAur facility will test various emission reduction options, including catalyst technology, exhaust-gas recirculation and particulate filtration. To this end, two engines will be associated with the facility and subjected to various tests during operation. Subsequently, results will be sent straight back to MAN Diesel & Turbo’s R&D department to help optimise technologies. Slow steaming
MAN Diesel & Turbo’s IMO Tier-III solution – presented at SMM 2010
8
Special VDMA | Schiff & Hafen | 2011/12
In recent years, slow steaming has demonstrated that environmental protection and customer benefit do not have to be mutually exclusive. By reducing the speed at which ships travel, operators of container ships, tankers and bulk carriers with twostroke engines can significantly cut fuel costs and therefore CO2 emissions. Fuel savings of 50% have already been achieved by reducing speed by 20%. However, because engines and turbochargers are generally optimised for full-load operation, part-load operation demands that systems undergo a certain degree of technical adaptation. With its MAN PrimeServ after-
extremely high efficiency (that is, the high ‘exploitation rate’ of the energy contained in fuel) of the company’s engines. Fuel savings not only make transporting goods cheaper, but also lead to dramatically reduced CO2 emissions: the degree of efficiency of a diesel engine and its CO2 emissions are directly related to one another. MAN Diesel & Turbo offers its customers a range of solutions that significantly reduce fuel consumption and thus the volume of greenhouse gases produced. These include the optimisation of fuel injection with common rail technology or an increase in combustion efficien-
cy thanks to sophisticated turbocharger technology such as variable turbine area (VTA). In May 2010, this innovation won MAN Diesel & Turbo the Seatrade Award 2010 in the category “Protection of the Marine and Atmospheric Environment”. Improvements inside the engine, however, do more than merely boost efficiency and reduce CO2 emissions. They also help to reduce oxides of nitrogen (NOx) to a minimum. However, because this represents a classical conflict of interests – although efficiency increases at high combustion temperatures, so unfortunately do NOx emissions – the aim is to create a compromise that X
L’Orange – Leading in fuel injection technology
VTA nozzle rings with adjustable vanes for MAN Diesel & Turbo‘s radial TCR and axial TCA turbochargers
PQ 8/2010
sales brand, MAN Diesel & Turbo offers slow-steaming retrofit solutions for older engines. In addition to the primary measures adopted to meet the forthcoming strict limits of the IMO, secondary measures will also be used from 2016 onwards. Primary measures
The diesel principle of compression ignition is the most efficient way of converting fuel into mechanical energy. MAN Diesel & Turbo has continued perfecting this technology since its initial development in 1893-1897 on the site of its Augsburg plant by Rudolf Diesel, and has since then steadily improved its efficiency over other propulsion technologies. Indeed, MAN Diesel & Turbo systems currently have a degree of efficiency over 50%, and as such the diesel engine’s pole position in terms of fuel economy is not set to change at any time in the foreseeable future. Nevertheless, MAN Diesel & Turbo engineers constantly strive to improve the already
With its pioneering achievements in injection technology, L’Orange has again and again met the most demanding challenges, setting milestones in the history of technology. As a leading supplier of injection systems in the off-highway segment, we contribute to our customers’ success with innovative technology and efficient processes. Today our injection systems are found in high-speed and medium-speed engines from all successful manufacturers worldwide. We are committed to building on this trust as market leader and as a reliable partner to all our international customers offering unmatched expertise and innovation.
L’Orange GmbH, P.O. Box 40 05 40, 70405 Stuttgart, Germany Tel. +49 711/8 26 09-0, Fax +49 711/8 26 09-61, www.lorange.com
Special VDMA | Schiff & Hafen | 2011/12
9
GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION of sulphur oxide (SOx) emissions depends solely on the quantity of sulphur present in the fuel. Consequently, SOx emissions cannot be influenced by internal-engine measures. The only option for reducing these harmful substances is therefore the use of after-treatment technologies or a change from heavy fuel oil to low-sulphur fuels such as natural gas. In terms of cutting emissions through the use of low-sulphur fuels, such as natural gas, MAN Diesel & Turbo offers the option of dual-fuel engines to two-stroke and four-stroke customers. These engines can utilise gas as well as conventional liquid fuels and can switch from one fuel type to another at the press of a button – even during running operation. Research projects
MAN Diesel & Turbo’s dual-fuel engine 51/60DF, which can utilise gas as well as conventional liquid fuels and can switch from one fuel type to another
is best for the environment through a harmonious overall package of measures. Secondary measures
This goal can be achieved with exhaust gas after-treatment systems such as selective
catalytic reduction (SCR) or exhaust gas recirculation (EGR). These so-called ‘secondary measures’ are integrated into the required engine configuration and achieve a further reduction of more than 80% in the NOx content of exhaust gas. The level
MAN Diesel & Turbo applies its knowledge of green technology to numerous, national and international research projects. This is the case, for example, with the ‘Green Ship of the Future’ initiative, which focuses primarily on the large, two-stroke engines of the type used in large, ocean-going container ships and tankers. In the port of the Spanish city Algeciras, MAN Diesel & Turbo service technicians installed a pioneering exhaust gas recirculation system on the container ship Alexander Mærsk. The installation was part of the Green Ship of the Future initiative, which aims to reduce CO2 emissions by 30% and nitric oxide and sulphur oxide emissions by 90%. The project was launched in 2008 by MAN Diesel & Turbo in conjunction with the Danish shipping company A.P. Møller-Mærsk Group. More than 15 other project partners have now joined the initiative, including businesses and research institutes, and are now collaborating on developing the green shipbuilding technologies of the future.
About MAN Diesel & Turbo
Within the ‘Green Ship of the Future’ initiative onboard the container ship Alexander Mærsk, a pioneering exhaust gas recirculation system was installed by MAN Diesel & Turbo service technicians
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Special VDMA | Schiff & Hafen | 2011/12
MAN Diesel & Turbo SE, based in Augsburg, Germany, is the world’s leading provider of large-bore diesel engines and turbomachinery for marine and stationary applications. It designs and manufactures two-stroke and four-stroke engines with power outputs ranging from 450 kW to 87 MW. MAN Diesel & Turbo also designs and manufactures gas turbines of up to 50 MW, steam turbines of up to 150 MW and compressors with volume flows of up to 1.5 million m³/h and pressures of up to 1,000 bar. The product range is rounded off by turbochargers, CP propellers, gas engines and chemical reactors. www.mandieselturbo.com
When it really counts. Wind force: 11-12 Wave height: 14 m rising Humidity: 97% Controller: >99,96% availability
www.bachmann.info/nolimits
GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION
CO2
SO Ox NOx
The supply vessel Eldborg is powered by a diesel-electric propulsion plant with four 12-cylinder MTU Series 4000 engines and a total power output of 5,520 kW
Standardised diesel gensets for commercial applications MTU Diesel gensets are becoming more and more widely used for both diesel-electric propulsion and on-board power generation. MTU now offers standardized solutions specifically for commercial vessel applications, e.g. for offshore wind turbine installation vessels or platform supply vessels for the oil and gas industry based on a modular platform concept.
A
dverse weather conditions, high waves and low visibility – about the worst possible conditions for precise manoeuvering out at sea. However, it is precisely these conditions, that offshore supply vessels encounter when they dock to platforms to provide urgently needed supplies such as drilling mud, fresh water, drilling rods, spare parts and provisions. Stringent requirements such as extreme robustness and absolute reliability apply not just to the vessels but also to their heart, the propulsion system. Diesel gensets are becoming more and more widely used for both diesel-electric propulsion and on-board power generation. MTU Friedrichshafen
12
has many years of experience with diesel gensets. They are being used with several thousand operating hours per year in many commercial applications such as rail, power generation, and in the oil and gas industry. Other gensets provide propulsion power and electrical energy in mega-yachts and military vessels. MTU now also offers standardised solutions specifically for commercial vessel applications, e.g. for offshore wind turbine installation vessels or platform supply vessels for the oil and gas industry. Compact gensets with 760 to 3,000 kW output
The gensets consist of a highspeed workboat engine from the
Special VDMA | Schiff & Hafen | 2011/12
well proven MTU Series 4000 “Ironmen” with eight, twelve or sixteen cylinders, a generator and the electronic control system. All three units are mounted on a common baseframe. These gensets are available with output powers ranging from 760 to 2,240 kW, with project-specific power increases to 3,000 kW possible. Resilient mounting of the main components on the baseframe minimises structureborne noise emissions. In addition, the genset is very compact as the baseframe also carries additional components such as the fuel pre-filter or the oil priming pump. Engine control and monitoring is via the MTU “Genoline” system designed for gensets used in commercial
shipping: It is easy to install, has full decentralised functionality and a comfortable user interface. Further advantages are the low costs as well as full compliance with classification society requirements. The gensets meet all valid emission regulations such as IMO 2 and EPA Tier 2. Flexible and highly manoeuverable
Offshore supply vessels must be extremely flexible and highly manoeuverable. The robust MTU gensets are predestined for this task: a modern power management system ensures that they are run at the optimum operating point whatever the requirement. Take the dynamic positioning at the plat-
form as an example: With the help of a computer-controlled system, the vessel maintains its position despite wind and waves, even though making fast or anchoring are not possible. This requires propulsion systems which can create very high torques very quickly; a challenge the new MTU genset can easily rise to due to its excellent load application characteristics. This is also important for the on-board power generation when powerful consumers such as winches for unloading are cut in abruptly. Compared to medium-speed engines, highspeed diesel engines such as those of MTU are at a clear advantage here. This also applies to the weight of the gensets. Optimum combination for power requirements
Low fuel consumption as well as minimum maintenance and operating costs are key characteristics for commercial applications. With the wide genset output power range MTU is able to offer with its different cylinder variants, the quantity and type of engines can be combined so intelligently, that they are an optimum match for the power requirement result-
1 2 3 4 5 6 7 8 9 10 11 12 13
ing from the vessel load profile. In addition, the combination of several gensets permits finetuning to the ideal operating point. If, i.e., instead of using three gensets with 16 cylinder engines, two gensets with 16V engines are combined with two gensets with 8V engines, the captain is more flexible. Under full load conditions, the vessel has the same power. However, under partial load, engines that are not required can be switched off. This flexible power distribution has several advantages for the operator: It lowers the fuel consumption and increases the genset lifetime. In addition, the increased redundancy allows the use of the other propulsion units in the event of maintenance or repair work being required on one unit. Modular platform concept
The new genset is based on a cost-optimised, modular platform concept. Many of the components, which must all meet the strict MTU quality standards, are pre-defined. Due to its large production network, MTU therefore has the possibility to produce and assemble the gensets in the key markets X
Coolant inlet Coolant outlet Engine control & management Air inlet with integrated silencer Crankcase ventilation Centrifugal oil filter Priming pump Duplex fuel prefilter Base frame Resilient mounts, basic layer Control panel, LOP Generator Terminal box
ZF Technology – the intelligent choice. Because we set highest standards in propulsion systems.
www.zf.com/marine Fleet operators as well as ship owners want efficient vessels with high availability and reliability. The installed equipment must be easy to maintain, have low through-life costs and perform around the clock in most demanding conditions. ZF Marine provides complete propulsion systems with both traditional shaft line systems and azimuth thrusters. A large variety of gearboxes, shafts, bearings, propellers and control systems is at your choice, meeting all Classification Society requirements. With a worldwide sales and service network in place, ZF Marine helps you run a smooth and successful business.
Genset with a type 16V 4000 engine of the MTU Series 4000 Ironmen
Driveline and Chassis Technology
GERMAN MARINE EQUIPMENT | ENGINES & POWER GENERATION themselves, thereby ensuring short delivery times. The concept also leaves room for individual customer requirements.
Brasil. The supply vessels with four MTU gensets each have been designed from scratch by Guido Perla & Associates and will be built by Detroit Brasil in Santa Catarina before being handed over to the Petrobras service run by Starnav in Macaé and Rio de Janeiro.
Precisely tailored maintenance
High vessel availability and drive system efficiency are of ever increasing importance in the offshore business. With the lowest fuel consumption in their engine class and the long maintenance intervals (TBOs of more than 30,000 operating hours can be achieved), the modern MTU gensets set standards for this application. In addition, genset maintenance is tailored to the customer’s requirements. A 24-hour service hotline as well as more than 1,200 service centers world-wide ensure minimum downtimes and maximum availability – key to efficient operation. Large order from Brasil
A current large order for the new diesel gensets comes
About MTU
The 4000 series with its 8, 12, 16 and 20 cylinders covers a power range of 700 to 4,300 kW and is used in yachts, workboats and ferries, in addition to government vessels, police and patrol boats (shown here: 12V 4000 Ironmen)
from Brasil. In 2011 MTU will deliver a total of 17 gensets for four platform supply vessels for Petrobras, one of the world’s leading oil compa-
nies. The gensets are based on 16V 4000 M33S MTU engines with a power of 2,080 kW each and will be assembled by the MTU subsidiary MTU do
MTU Friedrichshafen GmbH based in Friedrichshafen, Germany is the core company of the Tognum Group. The Tognum Group with its two business units “Engines” and ”Onsite Energy & Components” is among the world’s leading suppliers of engines and propulsion systems for off-highway applications and of distributed energy systems. These products are based on diesel engines with up to 9,100 kW power output, gas engines up to 2,150 kW and gas turbines up to 45,000 kW.
Imtech Marine Germany THE SHIPOWNERS CHOICE
ROCK SOLID PERFORMANCE Complete system packages, diesel-electric propulsion systems, automation systems, warning and safety systems, electrical power distribution, communication systems, navigation systems, IT on board, control panels, lighting systems, spare parts supply, life cycle management
Hamburg: Albert-Einstein-Ring 6, D-22761 Hamburg, Phone: +49 (40) 8 99 72-0, Fax: +49 (40) 8 99 72-199 Kiel: Fraunhoferstraße 16, D-24118 Kiel, Phone: +49 (431) 88 60-0, Fax: +49 (431) 88 60-199 Bremerhaven: Am Seedeich 39, D-27572 Bremerhaven, Phone: +49 (471) 9 72 63-0, Fax: +49 (471) 9 72 63-33
www.imtechmarinegermany.com
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Special VDMA | Schiff & Hafen | 2011/12
www.mtu-online.com
CO2
Continuous emission monitoring system
MCS100E HW from SICK
SICK | Reliable emission meas-
urement on vessels is a crucial part of reducing emissions. SICK´s continuous emission monitoring system MCS100E HW fulfills the demands corresponding to MARPOL Annex VI and the revised NOx Technical Code 2008, as certified by the classification society Germanischer Lloyd. The system also fulfills the requirements of the Marine Equipment Directive (MED approval: 0098 11). To observe the stricter emission limits valid beginning in 2015, exhaust purification is an economical alternative to using
expensive, low-sulfur fuels. Like onshore, dry and wet scrubbers are used for exhaust gas purification. These technologies are approved and available on the market and as well their accompanying measurement methods. Due to the existing and expanding price difference between HFO and MDO (low in sulfur), the investment is quickly amortised. Apart from investment costs, low operation costs for the corresponding measurement technology are vital. Continuous emission measurement means significantly lower manpower necessary for measurement and maintenance than discontinuous measuring devices, especially for vessels with several engines. With its proven robust measuring technology, the MCS100E HW is the perfect solution to ideally tune motor power and control toxic emissions. It continuously measures SO2, CO2 and NOx for extended periods and with high precision. From sampling to the cuvette, all paths in contact with the measuring gas are heated over the dew point and thus protected against corrosion. The MCS100E HW is provided with an automatic calibration check filter. This saves time and expensive calibration gases. They are only required for semiannual and annual checks.
Component
Smallest range
Typical range
NO
0-150 vol.-ppm
0-2000 vol.-ppm
NO2
0-50 vol.-ppm
0-250 vol.-ppm
CO
0-60 vol.-ppm
0-500 vol.-ppm
CO2
0-5 vol.-%
0-15 vol.-%
O2
0-5 vol.-%
0-21 vol.-%
CH4
0-150 vol.-ppm
0-500 vol.-ppm
SO2
0-30 vol.-ppm
0-1000 vol.-ppm
HCL
0-15 vol.-ppm
0-100 vol.-ppm
NH3
0-30 vol.-ppm
0-100 vol.-ppm
H 2O
0-5 vol.-%
0-40 vol.-%
SOx NOx
Additionally the system offers further advantages: the direct measurement of water to allow calculations of standardised conditions. Checking CO in exhaust helps to optimise the incineration process. The data transfer via bus connection to the vessel’s process control works quickly and smoothly. The MCS100E HW which usually measures one single gas flow, can however switch between different exhaust channels. This can be done either automatically or manually. Apart from the compulsory components, the system can measure up to eight additional components. If natural gas low in sulfur is used as a fuel, the analysing system can even reliably measure the methane slip, which escapes
the incineration. If the exhaust is catalytically cleaned from nitrogen oxides in the future, the analyzing system could take over control here too. The injection quantity of ammonia or urea can be regulated by the measurement of NH3.
About SICK The Process Automation segment of SICK AG based in Reute, Germany, is a major manufacturer of continuous emission monitoring systems. The company has a long experience for power plants, waste incinerators and cement plants. The product portfolio is completed with gas analysers, dust and flow measurement. www.sick-pa.com
Measuring ranges of exhaust gas monitoring device MCS100E HW
Special VDMA | Schiff & Hafen | 2011/12
15
GERMAN MARINE EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
Targeted rolling bearing optimisation
CO C O2
SO Ox NO N Ox
SCHAEFFLER In order to optimise the friction characteristics of bearing systems and to further increase the energy efficiency of applications, the Schaeffler Group’s bearing calculation and simulation program, Bearinx®, now also offers a new friction calculation function. This enables users to calculate the energy efficiency of different bearing supports in a specific application under realistic operating conditions. Bearing friction in marine gearboxes can thus be reduced by up to 40 percent.
R
educing the emissions of marine gearboxes has become an increasingly important focus of attention during the past years. The International Maritime Organization (IMO) has specified limiting values for harmful marine emissions that have been laid down in IMO guidelines Tier-I to Tier-III. Since the year 2000, these guidelines have been regulating the gradual reduction in sulfur dioxide (SO2), carbon dioxide (CO2) and nitrogen oxide (NOx) emissions. Tier-II will come into effect in 2011. It demands, for example, a further 20% reduction in NOx emissions compared with IMO Tier-I. The third stage,
planned for 2016, will require totally new technical solutions. From then on, the IMO regulations will stipulate another reduction of NOx emissions in Emission Controlled Areas (ECAs) down to a level of 80% below the former Tier-I value. Application-specific and optimised bearing supports are crucial for ensuring compliance with these stringent future limits. For instance, reduced rolling bearing friction in marine gearboxes can make an immediate and significant contribution to lowering emissions from marine vessels. It is not sufficient, however, just to use rolling bearings that feature a lower
frictional torque. Rather, the entire system must be taken into consideration and optimally adjusted to the prevailing basic conditions. Aspects such as load carrying capacity and operating life must be considered in addition to friction. Only in this way is it possible to select rolling bearings that will ultimately lead to maximum system efficiency, performance, reliability and economy. In the past, the calculation of rolling bearing friction under realistic operating conditions was possible only to a limited extent. Precise determination of friction required complex practical tests or cost and time-consuming calculations using multi-body simulations. Calculation of friction in complex systems
Extra long-lived: FAG cylindrical roller bearing with optmised polyamide cage in X-life quality Picture: Schaeffler Group
E1 radial spherical roller bearings in X-life quality: increased robustness and efficiency, as well as a longer rating and operating life Picture: Schaeffler Group
The Schaeffler Group has therefore developed an analytic model for calculating rolling bearing friction and has integrated it into its own bearing calculation program, Bearinx®, which has existed for many years now. This opens up new approaches in bearing calculation to Schaeffler engineers. When designing complete systems, such as gearboxes, they can now take into account not only the operating life, static load carrying capacity, internal load distribution and lubricant film formation, but they can also calculate the power loss of entire shaft systems or gearboxes with a view to bearing friction and energy efficiency. Thus is it possible to select a bearing concept with optimised friction characteristics at an early stage
Transverse and Azimuth Thrusters ... for save manoeuvring Visit us at SMM 2010 in Hamburg A3.251
16
Special VDMA | Schiff & Hafen | 2011/12
www.jastram-group.com Germany
a specific bearing support. Factors such as osculation, tribology, surface quality, loads, tilting, speeds and cage design also play a crucial role. The holistic consideration and calculation of a marine gearbox with the help of Bearinx® enables engineers to optimise each individual bearing position for the given operating conditions in terms of operational life and low friction. This reduction in bearing friction can amount to up to 40% in marine gearboxes. The Schaeffler Group’s application and field service engineers can draw on a wide range of premium quality catalog products, for example X-life quality bearings, and can also advance the development of special bearing solutions together with the customer.
About Schaeffler Group Industrial Schaeffler Group Industrial, based in Schweinfurt, offers a comprehensive portfolio of application-specific bearing solutions under the INA and FAG brand names. In addition to bearing supports, this also includes the required housings, necessary documentation and release procedures. The product spectrum spans from rudder and shaft bearings via transverse thrusters through to water jet drives. Furthermore, it offers solutions for engine shaft bearing supports and bearing supports for the opening and tilting of ship stabilizers. Bearings for cranes, winches, windlasses and hatchway supports also form part of the special bearing range. www.schaeffler.com
YOUR PROPULSION EXPERTS
Bearinx® calculation model of an azimuth thruster bearing system (outboard and inboard gearbox, incl. PTO) Picture: Schaeffler Group
in the design process. This new method backed by physical principles combines short computing times with high model quality. The new friction calculation method takes into consideration both rolling and sliding friction, and both of these under boundary, mixed and full-film lubrication. The method is based on the elastohydrodynamic lubrication theory (EHL), which deals with the formation of lubricant films in heavily loaded contact points of bodies rolling against one another at high speeds. This considers both the formation of a hydrodynamic lubricant film and the elastic deformation of the bodies in contact. Since pressure, sliding speed, viscosity, temperature etc. are not constant over the contact area of a specific contact, every single contact in the bearing is analysed. As a result, all the frictional forces at the discrete contact area points are available.
THE DRIVE YOU DESERVE Our product range comprises azimuthing propulsion systems, manoeuvring and take-home devices as well as complete conventional propulsion packages rated at up to 30 MW.
SRP
SCP
STP
SCD
SPJ
STT
We offer economical and ecofriendly solutions for vessels of a wide range of different types and sizes. Thus we can provide the right thrust for your vessel.
Elmer A. Sperry Award
Friction reduced by up to 40%
Friction calculations carried out using the new Bearinx® program have shown that the greatest optimisation potential lies in the selection of bearing types and bearing sizes best suitable for the operating conditions in question. This potential can yield up to 60% friction reduction at
SCHOTTEL GmbH D-56322 Spay/Germany www.schottel.de
Special VDMA | Schiff & Hafen | 2011/12
17
GERMAN MARINE EQUIPMENT | PROPULSION & MANOEUVRING TECHNOLOGY
Integrated shaft coupling design
CO C O2
SO Ox NO N Ox
VULKAN COUPLINGS A unique combination of the proven RATO DS coupling with a directly connected composite shaft has recently been introduced by VULKAN Couplings. The new integrated shaft coupling design is characterised by a perfect sound isolation, tuning and damping of the torsional vibration, overall reduced weight and significant reduction of parts.
U
p to now designs of VULKAN RATO R couplings with directly connected composite shafts need a radial bearing integrated to the RATO R. The latter takes the weight of the shaft. Fig. 1 shows a typical design of this kind for a coupling between Diesel engine and gearbox or thruster gear.
As an alternative to the design shown in fig. 1 VULKAN recently introduced a new combination of the well proven RATO DS rubber coupling with a directly connected drive shaft. In contrast to the RATO R coupling the torque transmission of RATO DS is characterised by rubber shear stresses with a pre-
Fig. 1: RATO R coupling with radial support and composite intermediate shaft
18
Special VDMA | Schiff & Hafen | 2011/12
dominant radial/circumferential component. This makes the rubber element of the RATO DS stiff in radial (transverse) direction compared to the RATO R coupling. The combination of RATO DS and a directly connected shaft works as an integrated torsional and misalignment cou-
pling without radial support. The angular deflection of the RATO DS causes – even at high misalignment levels – a rather low strain level compared to the torque load and thus a low power loss. Therefore no misalignment coupling is required between RATO DS and shaft and the shaft can be directly
Fig. 2: Integrated shaft coupling design based on RATO DS combined with a VULKAN composite shaft
Fig. 3: Finite element analysis of a RATO DS A33D5 undergoing angular deflection of about one degree. Schematically shown is the connected composite shaft with a membrane coupling at the rear end.
Fig. 4: Integrated shaft coupling design based on RATO DS combined with a composite shaft and a METAFLEX coupling
connected to the inner ring of the coupling. The resulting coupling combination is called Integrated Shaft Coupling (ISC) system (fig. 2).
Fig. 3 depicts the misalignment coupling functionality of the RATO DS on hand of the Finite Element Analysis result of an ISC undergoing
angular misalignment. The calculations were performed for a RATO DS 33D5 (dual coupling with double torque capacity). The mass of the intermediate shaft is limited by the radial natural frequency of half the shaft and the inner part of the RATO DS. The design radial natural frequency is selected not to be less than 120% of design rpm. In most cases a light weight VULKAN composite shaft will be the preferred solution for the intermediate shaft. In order to get a double cardanic design the intermediate shaft is connected at the rear end to a steel membrane or a METAFLEX coupling (fig. 4). The advantages of the new ISC design are a significant reduction of parts, bearing less design and weight saving. With the ISC design there is no noise transmission path over metallic or bearing parts between engine flywheel and gearbox. Thus the ISC provides sound isolation against structure borne noise by the RATO DS rubber element. The combination of the torsional compliance of the RATO DS together with the torsional compliance of the composite shaft results in an advantageous torsional system which leads to a reduction of the vibratory torque in all parts
of the drive train. Depending on the shaft speed the ISC design based on RATO DS can normally be combined with composite shafts up to 7m length. All RATO DS coupling elements whether single row or dual couplings can be used for the ISC design. In the near future the composite shaft used for the ISC design will feature a recently developed new design for the joint between the Composite shaft and the metallic end flange. This new design connects the steel flange to the CS by means of an axially pre-stressed bolted joint bonded to the CS shaft face. The steel flange does not protrude into the inner side of the shaft. This design reduces the size of the flange and thus the shaft weight. Furthermore it makes the flange design especially well suited for the connection to all types of misalignment couplings.
About VULKAN Couplings VULKAN Couplings represents the marine activities for flexible couplings, mounts, composite shafts, dampers and engineering services within the Vulkan group. www.vukan.com
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