Combined diesel and gas
From Wikipedia, the free encyclopedia
| Combined marine propulsion |
|---|
Combined diesel and gas (CODAG) is a type of propulsion system for ships which need a maximum speed that is considerably faster than their cruise speed, particularly warships like modern frigates or corvettes.
It consists of diesel engines for cruising and gas turbines that can be switched on for high-speed transits. In most cases the difference of power output from diesel engines alone to diesel and turbine power combined is too large for controllable pitch propellers to limit the rotations so that the diesels can continue to operate without changing the gear ratios of their transmissions. Because of that, special multi-speed gearboxes are needed. This contrasts to CODOG systems, which couple the diesels with a simple, fixed ratio gearbox to the shaft and disengage them, when the turbine is switched on.
E.g. for the new CODAG propulsed Fridtjof Nansen class frigate of the Royal Norwegian Navy, the gear ratio for the diesel engine is changed from about 1:7.7 (engine:propeller) for diesel-only to 1:5.3 when in diesel-and-turbine mode. Some ships even have three different gear ratios for the diesel engines: one each for single diesel and double diesel cruises and the third when the gas turbine is engaged.
Such a propulsion system has a smaller footprint than a diesel-only power plant with the same maximal power output, since smaller engines can be used and the gas turbine and gearbox don't need that much additional space. Still it retains the high fuel efficiency of diesel engines when cruising, allowing greater range and lower fuel costs than with gas turbines alone. On the other hand, a more complex, heavy and troublesome gearing is needed.
Typical cruising speed of CODAG warships on diesel-power is 20 kts and typical maximal speed with switched on turbine is 30 kts.
CODAG has been pioneered by Germany with the Köln class frigate.
Contents |
[edit] Turbines and diesels on separate shafts
Sometimes the engine arrangement of diesel engine and gas turbine with each system using its own shafts and propellers is also called CODAG. Such installations avoid the use of a complicated switching gearbox but have some disadvantages compared to real CODAG systems:
- Since more propellers have to be used, they have to be smaller and thus less efficient.
- The propellers of the idling systems cause drag.
[edit] CODAG WARP
CODAG Water jet And Refined Propeller, a system developed by Blohm + Voss as option for their MEKO line of ships, also falls in this category but avoids the above mentioned problems. CODAG WARP uses two diesel engines to drive two propellers in a CODAD arrangement, i.e. both shafts can also be powered by any single engine, and a centerline water jet powered by a gas turbine. The idling water jet doesn't cause drag and since its nozzle can be placed further aft and higher it doesn't affect the size of the propellers.
[edit] CODAG-electric
Another solution to combining the two types of engines is to have engine connected to a generator, and then drive the propeller with an electric motor, much like a diesel-electric. The RMS Queen Mary 2 features such a design. Such a design also simplifies the use of propeller pods with the propulsion motors mounted inside the pods. A further CODAG innovation on the QM2 is that the turbines are mounted not in the engine room but directly under the funnel, thereby simplifying the supply of fresh air to the turbines.
[edit] See also
- Combined gas and gas (COGAG)
[edit] External links
- CODAG WARP @ naval-technology.com
Combined diesel and steam ( CODAS ) A Diesel engine in which a boiler is installed to extract heat from cylinder and air cooling systems as well as exhaust gases to generate steam at a rate proportional to the fuel flow and in which means are provided for introduction of the steam into the cylinder close to top dead center separately from the fuel, before during and after combustion, so that the steam injection does not disturb the ignition but actively modifies the combustion and afterburning process. The ratio of the steam to the fuel mass is preferably 1:1 to 3:1 and the steam temperature and pressure is as high as allowed by the properties of the materials used in the steam generating equipment. The steam system is adaptable to large Diesel engines and results in strongly reduced fuel consumption and very low pollutant emissions.
