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"Electrical Johnny" at sea
(USC Thesis Other)
"Electrical Johnny" at sea
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Content
"~LECT~ICAL JOHlil yn A
1
S A.
~ . eor e nansner .
"ELECRTICAL J O Hir Y" A
1
:i. S ,A.
In the selecti on of the type of achinery to be
used in heavy vessels of moderate speed the ~ -ollov1 i n
points must be -aken into consideration:
First: Gene1·al character of t he servi ce w l1ioh t he
vessel will be called upon to per -orm; whether she must
keep to sea for lon
0
periods, cruising at spee ds very
much lower t han her m aximu n speed.b, or w hether she will
be called upon for very ittle low cruising, but sh all
be hel u in readiness or das1-es at high speeds f rom a
base to any threatened point.
Second: Greatest economy realize a t th conditions
under .v:hich she will be called upon t o operate. r:
1
h i s
po int is important, ot only fro m t h e oi nt of Iinanc i al
saving in· reduced f uel cost, but in the greate r case of
fuel supply due to the decreased dema nds.
1hird: Fuel capacit y entailed by t 1e d e n1an
service to whicl1 the vessel rnay be ...,ub jected.
Fourth: Case of up - keep - the machinery, an
o t e
agree
to whic1 1 the vessel, s o fa r a ma cl1i er re airs re
,
concerned, ~an be made self-supporting .
1?1fth: Rel i ability o :t rnaohinery when driven a t 1 i gh
powers.
Sixth: I\finimu.m wei ht and space r ,_, :.L.uire d fo t e ro
pel l ins machinery.
1
Seventh: Effici nt ro elle
a
•
aneuverin .
~ighth: Minimwn of vibration of hull due to t he machin
ery in operation.
Ninth: Effect of verti ~a l ~osition o· ~enter o · gravity
of the machinery upon t he time o roll of the ve sel , in
fixing the qualit To · t e ves sel as a s un latform.
There are many methods by hich o al are
propelled, as by m ean ..; o recip- ocat i ~ . engine ; steam
turbine, impulse, reaction or combination of the two; by
means of various co mb inat· n of r ci ocatin
0
en ·ines
wit l1 turbines; internal combustion en ·ines; t ea turbine
operatin ~ trough reduction ear , nd by tur~ o-el ctric
drive.
To assist in reachin
0
a decision a , to which o the
ot
methods proy,ulsion best mee s t l1e re quire ents, a compar-
ison of the erfomance of ships using the differe t
method,:; vvill be made. Tale for · ·ta ce t
1
e per or ances
of t e readnoughts: Dela v-are, _ orth Dakota, Utah nd
Florid.a; these performances include t hose on relimin r
acceptance trial...; and tl1os e in actual c, rvice.
1
he curve as sho v o late I -ive the indi~ ted
hor e- ower ~ pee u curve oft 1 e ela are and t h s aft
horse-po 7er speed curve of the ,orth
Florida. j_he Delaware i :pro .!.-,elled
kot , tah nd
enbines and the ot ers y t urbine t r ou· h red ction
ears.
co arin tee cur es it
oul e o l., o 1 t,
2
I I I ______ _.._ ________ _.___.__ _____ __.___....._ - -- - --- - --.
-7-
._....-- - - - +------+-_____.-~-- - ---+
---~- - __ ._t----1
----
I
I I
-
.___ ___ _
- 1--
~---+-~-4---- -- ----------------·
______ _._
-- - -
,_______.__ - - ___.
/3
/ 'I
.
ue t di f f erences i displac e ent and i pp endage ,
t hee eo ive horsa-n ower required to g i e t he ela a e
see o 21 knot· will ·ive t he u1ori d and t ue U t ah
20 . 82
ot a , an th , T ort
akota 21 . 1 knots; at 12
knots for t r
1
e De l ware, the equivalent . p eed o he
l o id a t tah i 1 .l? kno n o
he --rort
akot 12 . 1 nots .
Assu.minu the s a · c or e- er is approximately
9 2 er '-ent of indicated h o loje-pover in l a r e , "ell
designe d reci rocatin en
6
ines, reducin~ t e indica t e
h or se - power o ,~ , .l. .. ,...ela ,a re -o 11aft ho r e - ower, t h e
fol l owing table r esults; hi ch s ows t hat the drea dno- --- t
pulsive coeI ~icient .
Spee d of equal ela re
'S
1
7
..
f 'I '
~ .
• • ••••••••••••• • • • • • •
. --
~
. )
I . H. l? . for t his
speed ••• , •• • ••• •
• • • • •
•
H.
:p .
for t ~ 1e e s e eds ••••• ••••
21 528 7, 15 5
Pr o ul sive coeff icient
equals (per cent)
-r, . H. P .
•
. - • p . •
71 . 4 6. 8+ 1 . 8+ -
•
C r uisin ~ p e ea. 0 equal
• •
p ••
1 12 . 1 1 2 . 17
I.
T
P. for this speed •••••••••• •
6
•
••••• • • • • •
s. H. I> . for t ese s e eds •• • •• • •••
-,
1
.. 82
,..
, --
t) '
t ~ '
ro:pulsiv ic
.
ent
(
coe ·
e s e r
cent )
.
:e .
A
s .
r• •
.1 1. b e I
..
-
• • • • • • • • • • • • •
While the Florida curve i o shown on the pa e o · curve s ;
that vesse is ot in l uded i t he bove t ble, a ~ the
weather vonditions during e I standard· z tion trial
were unfavorable and t e efficiency of t he prop l l ers
fell off
0
reatl, due tot ose adv eL se ~onditions.
1
hie
excessive ·alling off in e1ficienc o propulsio
.,
un er
adverse conditions of ind, sea an of hi p 's botto are
characteristi c o ~ t ur ine-driven ships, and affect re
quirements (one, two, and thr ee ) t o
Formerly, the vorit e et o of co pari
tive econo i e o of repul sion o nd
tur ines s b. corn ari th wate r per s~aft ~orse- ov er
of the urines ~it h t he ~ater per in i c te d hor e o ver
of t reci rooator, int is comp ion a l l ention of
the l a r ~ differenc e et- een t e in ica t ed o se-p .er
required in the one ca e and t e shaft hor se- o er in
the o 1e r being care· ully ne ·l ecte d.
rntil within the l ast fe years r eci r cat i
were used exc l _ sive1 ~ f or t he propulsion of boa t ,ut
with the advent of the steam t ur ine n its l most uni-
versa l use on hore , where due to its hi
r'\ t eam econom ,
small si ze , an ~ li # ht i ht, i-'- h r ctically super-
seded the r ecip1 catin en -ine. ~ e - r actica ilit y of
its use o tLe ro )ulsion of sis be n t be · con id-
ered. uome o~ the r e son hy th e ur bine i ~referable
t o recip ocati en ne a ove, are a fo l lo s:
First: It bives simple rot tion and admits t e os i-
bility of a large ran
0
of eXJ)an ion. t resent the
best steam engines oft e tri le and uadru lee
sion type cannot on a ocount o·~ the size of the low
n-
pressure cylin _ er b e ade ~ith n expansio ratio of
more than 16 to 1 or 20 to 1. In turbines practical
unlimited possibility of e
•
ans1on, ep endin entirely
upon the temperature of condensin water. A vacuum of
29 inches is not at 11 unu
0
ua occurrance, an 29. 5
inches is being recorded in some o t
stations durin the inter nonths.
lar' e central
What this mean may be better understoo d en we
oonsiuer the available enor y of a ound of -team hen
it is expande d from b iler .1: re su __ e t o various de ·- ee b
of vacuum.
Pressure Vacuum uer y
5
2 O pounds :ressure at 24
26
2
29
i 8he vacuu.
"
22 , ,oo . o t lb •
n n TT fl
'' ''
11 Tf
n "
" "
"
n
"
"
n
238,000. it "
265,000. ' "
289, oo. " "
In other word · a turbi e can realize about 25 pe
cent more of he ener "Y of st - • am tha a reciproc tin
engine, which means a ~ avin
0
o 2 per cent in~ el,
size o · ooilers, e c. es ller size o urine i of
course another ver T i rnport c1nt iten, s ving o oil, t e -
ance, ash handlin acilities, etc • . en the ·urbine
is consid nred or ship r o 1 on fe a t shoul be
borne in mind.
High-speed turbines re li liter, ~hea " r, s er ,
more economical, than slow-seed turbines . Fropellers
on other hand are wit in well known limits oonfin d to
slow speeds or hi~h ef -i~iencies. urbines, t erefor,
when used for direct connec ion to the prop e ler sh ft
must necessarily be designed ~o operate at see d
which is too low for tl1e econorai cal use o st a r a d
even then oanno·L be conveniently es i ned for a speed
low enough to secure effic i e t ro ~eller action. It is
therefore necessary , .in order t cbt ain the advanta e
of t h e high speed t urbi- ne and at the ··a e ti e to be
able to use a low ee d efficient ✓ropeller, to have
som e f orm of reduct · on L ar betv,een t he propeller and
prim e mover. f his conditio i s hat led up to t he ap
cation of electri cit y th pro :ulsion o sh i s, to t he
.
mechanical reduction ua r an al o o pe e ~ re -uction by
m eans of hydraulic c n mi s sion.
Electric propul si on is bet suite · to v er large
high-po·uered vessels, es ,eoially in ca e ·
.,
ere
0
00 1
econom is desired a t two or 1 ore speeds s i c ~ e of
wars ips. The rea sons for this a e c s follow: ·
very si le nd
practical means of speed _e ~uction in almost any r t ic
Vihich ma be esired.
It affor ds a very si l e eans of eversa l b
chan e of ele tric 1 onnection ~ without echanical
6
devices, complication of i ,ine; , v l ves , et ' . Any e ~ ·ired
re ersin torque oan be obtaine ithout ffectin . t e
eff icienoy of the equipment i n the orwar direct ·.on. In
oase of battle~hips the ··eature hat is arti"' arl
.
l -
porant i s that electri c transmission affor eans b y
Vi hich the ratio of spee re duction is chan eable y si 1le
electric connections, t hus m a kin , ossible t e econo ical
use of the same ap aratus, both under h i ·h see ~ and
er ising .
Electric transmission makes it J s ib l e to use a
pluralit of cruisin an e eratin units, so hat da m-
age to one or more art ~ill not isa le the vessel.
With electric tran nission, hibh st a i re ure . and
super-heat can safely be use d , and the -·ain in f e l e con omy by its use is bests own in f ollowing e amples:
A steam temperature of 7 de Drees is no oUCCess-
full ~ use d in Jjurope wl1ich wit11 5 O - otnd
would
6
i ve a 8Uper-heat of 20 ,- e ree ·•
t ea1n _r s s re
eat avai la ble
fo - ,ark v 1ould t l en be about 36 . 3 l)e r cent; here as
under ordinar steam conditions say 200 oun r es re
and 50 degrees super-heat , we a v e · • 7 er e J.t av il-
able, a net ·ain of 18 pe ent in f uel ·hie woul d ore
t han comp ensate for any d _itional ei ~·ht or nost of
electrical eq i ment.
Turbo-generato r are now built with ef ic·enoy over
8 - er cent, l11 icl w · t i~ motor of
er cent · f icienc
and boiler e -ficiency o 80 er cent oul ~rod e
7
shaft horse-power our wi t h . 825 ound o coal ( one
pound of. coal cont ining 1 , 000 :Uri ish her o Units),
the 1 tt er i
6
ure comparin ,.avora,bl ith Diesel en-
gines when lubricating oil is t ken into consider-ti on.
f he first elect r i c repulsion boats in th i s country
were two f ire boats in the cit of
Ivledill" and "Graeme Ste 11 ar ", whic11 were equi p a d with
electric propelling machinery in 1 08 . he next exam le
was the large nite d St t e Collier Ju iter. ue to the
wonderfully f ine pe r for nanoe of this collie which ha a
been in servic e or ab out f our ye r s, the av De rte t
decided to i nstall electric pro elli r rnachinery in t e
battilesh i "') n:r:Jer, exico" which is no ,v co m ,l eted an "' in
service. The a vy e~ rtment has a l o dec·ded to inst 11
elect ~ic p o elli~) machi er y i six other new attle ships r equ r·n ')" a •out 300 , O 110 e- over eac
1
, and five
large battle cruiserv re quiring ~about 180, 00 horse-po far
each.
~ha "Ju iter' is a sister
ip o th ·
1
cyclopsn and
t e " ieptune". he have eac ~ , 000 tons displace lent
and a carryin~ c acit y OI 12 , 0 • ton caru . ~h e
"Cyolopsn is equipped n h reci r oe tin8 e ines nd t e
ne • lieptune" wit h ,ars on ~ eare ~ t
In givin t ho ~ene r 1 ~lectri o pan t he co tract
for the "Ju Jiter' e ipme t a ;a e r te of 1 .,ounds er
shaft horse- ~ ower o r at 1 ts nd 1 oun ) e
8
shaft orse-1ower hour at 10 knot were
0
u anteed. ur
ing her official trial the "Ju it ern int ine an aver
a5e s~eed of 1 knots or 48 h urs ·ntl ,125 horse- ower
delivere to propeller haft , and ropeller speeds of
116.2 revolutions er minute. _he wat r ra J -e a ually
mea~ured was 11.68 pounds per shaft horse - ower hour. ~ue
to the i act he steam ipe ~ etwe n the boiler and turbine
wa~ too s1nall the st eam :pressure at the turbine was only
168 pounds inst ea oi 1 0 ounds or ich t he achine
wa desi~ne.
0
ince the offici 1 trial, lari r te m
pipe has been installed and a reduction of vater rate to
11 pounds h s been m ade.
Durin< the "Jupiter' s" 1 0 kno: ru- a the wat e r rate
wa 12. 31 ounds. It v1i l l ., e se en rom t
1
i tl at the
uarantee rate of 13 and 15 poun s rare beaten b y 20 per
cent. J..he "Ju1 itern is toda u , c cordin
0
to overnment
recor ~s, 1akin a speed o 12 knots, it coal c nsumption
of only 5 tons a day .hich is recor abo t 35 ]er cent
better than any boat lier ize a loat today . ·
11
he "Cyclops"
on her trials developed 14. 6 lmot it h 6, orsa- o er
and stvam cons1 ption of 14 ounds pe_ shaft ore- o,er
11our, or 25 rer cent greater than the
1
Ju ite "•
The "} eptu e" tur ine have ju t re ce11tly had their
trials and t a :p blished results ···i ves u t e ollo ing
oompa isona:
9
T~r_pe of ro ulsive
machinery
No . of propellers
Speed of en ines in
r. p . m.
Speed of pr · ellers
, yolops
Tri:pl e-e ---cpan-
•
.
S10 en· ·1ne s
2
2
88.
r.p.m. 88
10
Ne tune Jupite r .
Geared
r urbo-
·urbiras
:,le ot ri c
2 1
2 2
125. 2 00 .
135 11
Spee d re duction ratio 1:1 9.3:1 1 .1:1
Speed of vessel lmot s 14
Displac ement tons 2 00
va r go ~apacity tons
Indi cate
7
orse-Po~.rer 5,6
team ConsUJ.nption in
poun ~ s Jer shaft h . p - r 14.
Vvei~ht of - ,-·ro elling
machinery 280 tons
0
peed uri n - 48 our
trial at sea. K nots 1 ... . 6
14 14
2
1
00 2 000
12 0 12
1 3 . 4 11.1
15 1 6
1 3 . 9 15 .
' he drawin on late II sho 'S the arrantS e1nent o t l1e
"Jupiter's rr mo o_ s an ·ur a-generator et . Fr om the
bove ch rt i show . t ·at the 1f Ju i -L.. ern ma e t le b ests o -
ing fo r econo y , w ic h 0l
drive.
1.·h e t ir d .! nst anc e a~
t o b oost t e t ur a- electric
leotric LOpulsion in the
rnited States ~vy i t he attleship "],.ew -. exico
1
' . r 110
"I ew exic o" is t 1 r rest and r ost owerf ~-- 1 i ·hti
A /Ur6 o 0 e11 erq ft. r '-.J
- M
Th f-tJ ~ --f b -ar,Mr
fl -
~ 1n 11 cle11 er
•
'
f
0
I
A rrcv1/ pw<"'HT of tlte
_/u/i ; C < ••
1
I
I
I
I
I
I
I
11
craft which has bee · laid down b ou ~ avy up o t e res
ent time. "isplao e1nent 32,000 ons, spee - 21 knots nd
28,000 horse-power.
The "New exico n has two turbo-
0
enerators,
5
00 or
11000 kw. each, and four ,000 lorse-power in ~ v ion
motors. These motors are arrang e d or fJOle-c nan in , \1itl1
a 24 pole arrangement at hi crh speed and 36 pole · or any thing below 15 knots. ~he
0
ener t ors are ar ranged for
·e er tors · d , 00 .
Volts v1hen runnin
0
with one . e11erator. A double-throw
switch is provided ao that a high-volt e e or low-volt age
connection can be n1ade depending on v1hethe r two or four
motors are beinb operated. ~he enerators are ro-pha e,
n i
0
l1 voltage being obtaine d with a square arrange ent of
windin~ and low volta g e with a parallel connection. The
latter gives increased current rating of the generat or
when running fot1r motors. When the ship is runnin -· vrith
)
one enerator fe eding all four otors at lo ~ peed , high
volta
0
e is not requi r ed; but, on t he other han d, when
eaCIJ. of the f our Joto r s is r eceivin · '-u r rent ·r o the
same gene rator, a lar
0
current capa cit is require, nd
this conditi ,.n is met by t he descr ibe d ch n e in t e .. in -
ings, wnich arrangement is id al, ecause un er i e e
is give n a de ·ire reduction of volt e s ell in
crease d current oapacit at th sa m e t ine.
The main turbo-gener to
et · are in t lled i roo
1
out- board o ~ d long i e o the center en ine roo • e
two out - boa d mot ors are in rooms just bat the ~enera t or
ro oms . ~he two in- boar otors are in the center en
5
ine
r oom, just aba ·t the swi t ,.J boar · • · . o FJt of the S\'Vi tchin is
ounte~ on one tr cture in th e c enter engine room. The
exceptions ar t:t1e
0
·enerator disconnectiong sv111itches an
- ~e- ator di con ~ ectin~ swi cl es
a e i n stalled o t he tw ulkhead o t he c t ~ n e r e 1 ·-· i ne
0
roo , and the
0
enerato re inst lled on the
-i r ect- Cllr ... ent excit e r switch- b e r -,. , .- 1s0 i the center
.
en ine room .
· 1he v1itches on the structt1re in he c nter en~ine room
a r e the ole-ch n - ·n sv1itc es for t he motors, th - reversin
witc e i:) or h e otors and tl1e dis'"'onnecting witches o
h e mot o s . ':..le aisc onnect ·n s rite es r e sim_l kni e
swi ches at the top of he bo r
nd a re not intended to
ope1 live circuit • lhe
7
are . nly there in orde t o '-'ut out
a m otor in ca e t he oom should become f loo ~
-f o min or
ope a d t e
torped tta.... • T e ge- er tor iel 1 i 1 va
current allo e rli e t
'•
.
of t 0 0 e ~o 0 en
n .
any es e
SW . t '-'
1
e r.. •
The bu - t ie , >"/h i
h 1 10\V on g ene tor
-' · 0
operate 11 fo
o,.(ors,
.
h e s vi r l ...,a
e
-yp e
0 C n
i ·
I
l l ed
h to of •
h it ~
.
t in he
n a
e
ce ter.
·---
e ol e h
.
.
vitc 'I· es,
. . -,
·ing , r ev r l g
eo
J..
l 8 --
'
te
.
· tin
.
cl1e
al ,
.
1
re 1.
.
o- t
0
..
,
board struct ure and o s it 1te +
The ~v,itches or re e . ·i n · and .1: ol -
g a •
rg·n are
"'apable o - o enin · V
· c it , ut, owin to he eth-
o of o er t i on , they are 1 ormally opened an closed on
cir cui ts vvit
1
.1. ve y little urr nt ·n them . . he reason
-or .L i s i s that b efore an y 1i - c .Hes re oved the -~ield
o~ t he ma i n enera or · a opene, t - us allowin
6
he current
to drop in the ma i n circuits , and none of the operat in
swit ches a re ovad until the curre11t i t ~ J.e te 1as
dr op ed t o a pre eterm ined mount 1hich is deter ine ~ y
an unde r load cur r ent : elay .
The adjust ment, asi de fr om ohan
.
p e e
n i r
opeed , \hich i e ole ch
.
i s affe t ed b y re r:·ulati n h eed the turbi 1ng , s 0 e,
.
.
othe r word
1
by changing t he fre t or, 1. n uanc
o_
e ·en-
1 3
erator. When it is de~ired to var this seed the setting
of t he
6
overn or i altered by the spe d lever on the front
of t h e switchboar d. _or each sett·n of the overnor
there i s a cor re spondin ~ .,. settin
6
o f the steam li it l ever,
and thi s l imit s t he arount o stea that t he urbine can
take for an s etti
1
· o Lhe c:•over nor . ~hid t a limit
leve r i s neces ~ary for use in connection ith urnin t e
s ip .
1
• en tl1e sl1i tu ... n ◄ , i t 1e ov e1 no we e l lovve
to keep t e t r i e run in · th s me eed, an enor ou
increc se i r ower r u l _ be req1 ired; - ut th te -li ·t
lever will all ow only a certain maxi um amo nt of tam
to go i nt o t he turb i ne , and after this mount ha b een
r ea che d , furt 11er eman :, s for ower r e m et by the tur ine
automatically sl owi ng down .
Excitat i on fo r t he mai Pener tor iel is furnished
by t w 300 kw . non- con ensin' s ets w ich exhaust into
ei he r t e - .i i t 1 or t
e i ·hth t age of the main t urbi nes ,
wit a b y- pass t the main condenser for use in ~ ta t i ng
up , or wh e all po er has been ta en off the n in tur bine .
~h i s fiel d current
•
1 o upplied throu -h a small
which i s s ed t o vary t e vol -ao-e f t e 30
ooster set
, • m ohi es ,
t 11us ,·i vinu the de ·i r ed ou.rre 11t i n t h e enerator fiel6 . •
The remainin povve r OI th .3 ,0 l • ma chines is u ed
f or runnin t he main en ine au.xili rie and ven ·ilator
lowers for the ma·n moto~ {. All the ai e ~ine xi l -
i aries a n the · C }{Vi; . exci t ero re int e center e l.·ine
r oon1 .
~l e stea 1n consum t io-... gua ant e de b t ov -
e r n 1 1 ent c v r t e tot - amount used. , t h e n in
generat·Lg units n d the auxiliaries a s follow :
St ea r essure 28 lb
•
e at Thro t +le .
1 0 s
• • • • • • • • • •
14 . lb
• 1
e1 aft or e 10 ier r .
1 5
"
11. 4
n • T
'
n n I
♦ • • • • • • • • •
"
19
"
11 . 1
n
"
1T n
"
• • • • • • • • • •
.
p eed •• 11 .
"
"
"
"
"
i:iaxim 1
.At full spee t
.\ " .
e e i co " y>r o ellers 0
e ....
t e
14
•
at 17 r . p . 1 . the lower peed pe issible ,ithin space
allow d.
1 .
The p ropeller speed on i ter shi of the " ew .... exico"
equip~ed wit h P rs ns tu.r ines is 24 r •• m. which ace rd-
in~ to C aptain D . so indi cate
cent ·orse tha n on t e " e
propeller efficienc
exico" nd t hi -- dif e en"'e
er
would nore tnan oo pensat e ·o t he elect · cal l osses int e
m otors and gen erator .
in order to jud ·e ~orrectly t 1e rel tive economy o ry
di f ~erent methods of propulsion i my be i n e et · t o
compare t he wat er rate pe r effective horse - - o e our, ta · -
ing or exampl e s cl different met_od , the attl e hip
"Flori cla " and nut ah" e q ui -') J::l d vri t arson t ur ines t hrough
reduction :: .ars; ba tleship "De l . ~ re" eoui ,ped wi h r eci pro cat i n
0
en b i es :i i ect co nect ed; n t :r e " e . exi co"
equippe vvith turbo-electri c
..,
•
a i ve .
r; ter r te er effective h .
•
er hr.
J.iame
Pr opeller speed 12 knots 1 9 ots 21 lmots
Florida
3 28
7
1 . 8
•
2 ♦ • 0
Utah
323
28 . 7 20 . 3 ~1 . 0
De l aware
122
2 . 0 1 8 . 7 21 .
tev
•
175
ex100
17 . 16.
le . -=
~◄ rom
the oh r bove it s110
.
tha .
he e it /'exi C
"
w~ ith
t - rbo-
lectri
.
i ·
.
~a 1 he
r ve · o
e ec o 0 .11
-
a
t ers, it al o-
t __ a t
t e
"
1 r e"
.
c ..:
u
1no r ro-
ca t in en ne i 0 e n o
.
al t an t 1
1
s
turbine drive; b .tt tl1e maneuverin abilit J ad t_e
efficiency ·ai ed b -urbine in usi a muoh lower
vacuun offsets thi di 1erence i water ated to such
a n exte t that t h tur i -10 is out i st c i the reci-
pro eating en i ne Io ~· pro .,ulsion o· 1 r vessels.
The sucoes of the " e - • exico' " m chiner -r-r nd
th e fact that electircal ~ro ulsion for ten other cap·
tal ships is now about to be built under the irection
of he ~ureau of Stea ~ngineering · ows that electri-
city · s rna kinb ra id --tride s in shi ro ulsi on.
These l a rge b tle cruisers un er canst uction re
to have a spee o· knots at Yl _i ch speed the ill
require abut 1 0, 0 hor e- ... o ,er. 1he
,ill ha ve ; our
ro ~ )eller o erati
.,_
at 25 r ••• at aximu pee •
f .he installation ro _ose d for t~he e sl1i.2s con ists
of four l i , h speed turbo- ·ene- a.L. r eac havi n a ca a cit of 35,000 1 • One c l1 :propeller ··haft t ere will
be two inde ende t induction otor, e c h vin
Ca acity of 2 ,500 h o e- 07er.
1he S 7it h boar - will be ..,:, .. idec1. wi -h an ar e-
,·ent b whi c
1
anr c ombi tion of ·e er t·ng u its and
o o- s ca i be use d, tart in, ~to pin r nd re er itg
va be i ct ntl done b ove e of· a le r . 11
chan es of connection are ade on d d circu·t so
hatter ca neve be n
0
tea paratus. ~ fe t device s re ls
urren~ to stain
ovide a o
that any un a lane· 0 ent rill o en the circ ·t of
that particular unit in 1 i hi o curo. 1 e total wei ht
o the com lete equipment or one of the a vessels is
about 1. soo. t ons o
350 tons.
ich the tur ine · lone ei h about
The discussion so I ar ha pertai ed to warships al ne
and i J. order to ar ly electric 1 opulsion t o car ;o , ips
i ff erent requirements are necessary. :ith a c r go shi
economy is a lar~e ·t ern and m neu €Lin abilit r a small
point, while wi ha battl eshi i t was just t e o posita,
s in ca ~e o·· bc ttle, expe se is a small ite n nd the
abilit 1 of the ship to r aneuver ickly, a oint tha . is
studie out ~1orou hly in desi ·ning t he maeh~ne
•
n account of the incre e d cost o turbo-elec ' _ic
machinery it l1as ... ot 'ained rauc heaa..wa in the merchant
mar·ne . here are ~on e c ses of car go vessel being in-
talled wit h tu1bo-alec ic m c~ ·nary and hey a r e ~ rov-
:ng ver. s cce sful. Take fr .instance .e car
ves cal
n Vulsly Castle" w ich is eq i:ppe d witl1 t r o-electric
pro ollin a par tu. Thi ship h s onl one c ~e~ ich
is driven by tw in ~ uction mo 01 co necte t o - t er
I ~
· roug red- ct ion g
•
1he ropellin °· C err con-
sists oft i O sets o~ jun strom three hase turbo-
0
enera 17
alle dri in tle mo~o
•
~he generate_ ~ out
t ith unit .
1 or n e out .i. th
JO er
..I.
0
ct r i
ia 1 7
1675.
orae-
power which · ve , an ef i ienc T o 0 . 7 er cent o e
mot.ors. Spe ed of not or ~ is control ed y a r si · anoe in
eries ·.·i t h h i o or· and raver in is b ean of an
electric o erated oi l t e reve r sin - switch. It reverses
t v10 of the "";hases i n m otor stator circ --its n d i oo de-
.
18
si i._.;ned t a t ach motor can be u:p:,lie -L from eit her - enera-
tor set in ly or i rallel . A dr win of la yout o the
pro-pellin machiner .. - i s s own on 1 t e III.
In the r i a l ri~s aken y tis shi its achine r y
has toou up well showi ~ practical l y no ar or tea r on
t he parts anu at the same t ime · ivin ver~ e conomical
re sults. n a compariso o th · s vessel wit h one o t he
same tonnage a.nd cap· cit y, but equipped with recipr o ting
engines, t h e turbo-electric ., i ve ~ o 1 s rriore econonioal
results:
TA LE co- •. ISO
Ljunstrom turbo - lee -
Deadweight tons
I. H.P.) at s ea
S. H. l?.)
R. P. JI . nropel l er
Sea speed lrnots
ric
W ei ht of achine r v
(steaming)
Coal per day( elsh)
.Boiler pres ure
Sup
Vacuum
Steam per I . H. P .hour
" " S . H. P . "
Coal
" I. H. P. "
"
"
. H • •
Heating ur -ace
rate ar ea
_ ·atio
"
Coal er s q . ft. grate
q che1ne
ulsl G a stle
6400
1750 (equiv.)
1 ~75
76
10
245 tons
1 ton s
22 lbs •
23 •
8.5 inc e
9 lbs.
10 lbs.
• 95 lbs .
1.07 1 s .
36 0 q . ft .
85 6 • •
1:42
.) lbs .
. eciprocatin
0
engine
andard t tYi? e
imil r vessel .
6300
1750
1575 ( e uiv .)
76
1 0
' 4 tons
28 tons
18 lb .
n ne
' 6 inc es
12 lbs.
1 6 . 1 s .
1 . ~) 1 a •
1 . 66 lbs .
3
sq . _ t
1~
1:41
•
t •
' .1 1
•
•
/ I.I rJo- Elec?i/c
1'1f
Wul .s l') Cq.sfte.
f ru~-6e 1Tenr3
' ti
l. " \ \ o I
< e~" ~~~ .
Carq o
Ca~o
/3o;/e~ L -
"'
~
1/,rusf /; /oc I(
~
I J;rio- 6'e1r,
&,,
~ f tJ t"
Car:JO
Ca,yo
o w
ofo
vx, 1/ar;es
uroo-
"
As shown fro the table t he turbo-electri~ ar·v e is
10 e o 0 -1 0 i al/'but the oost or int llation 0ei g s o
uc 1 greater han the reoi r oe tin one of the
• •
en 1ne 1
main reasons that the electric s yste is not e
or int e ~ro ulsion o cargo sh· s .
used
A very ·o o e ample o electric- rive is sown in
t e ropul...,i o ~ o mall era such s canal boat nd lake
st ea rn . Such ship a es 11 s ~o~p red too ean-going
ves r els but · t ~ e s me t ime t ey lllle d a l the va ilable
roo .. 1 for c rgo, an cl. in such boat t e internal co bustion
ine has m ade re t s t ~i e . The only · es of internal
'"" o bustion en ;~·ne a s yet developed which on come in or
r asona le co ide r tion f or marine u.lsion r se
er ~loying il as uel . ~he i racti~abilit of ro i -in
ace on boar "i
reel s jas en ine
uxili ry plant
·ro con i erat ion, so a r as can be
fore ee1 t :resent . nde e d it 1 t
equi~alent tote oteam-r ising l nt
limi tion o any
ich is chiefly
instrumental in '. i in th oil en in any tan in a
rime- 1r:over f or ship pro ulsion .
s ce an eight of
•
re C ors ru:pre e 1m or ce on
0 rd Shi n it is the
.
erati f enths con n a -
'
0.L 0 0 er de et roleu
'
will suffice f or suppl in
t e s
:
number of ha t orse- ov er- our to
t )8
pro ell-
-
er s ould be up .,lie • b b ru e ton of ...,oal un der
ilcr n
( ·t
a
,l n
'
ha
.
t ctive to
1 0
1
marine en ineer and sh·po er. even t hou h the outla
for 0.4 tons (120 gal.) of
greater than for one ton o
ude et1oleu
1
.rill e much
·o o "' co 1. he vanta ~ a of
.
the spaoe and wei ,:rl1 av dis o no small a coou t , and
fo r raedium-uize- d and small-si Lle ship 1 t · ....,hould oft en
outwei
0
h the aooompan i n han ica o t e increase out
la f or fuel and the very reat initia l outla y f or e ines
requiring the f inest o workmanship in their manufacture ,
and s killed attendance and djust men s during ervice.
It ap- ars that i or installati ons oft e order of
2,000 l o se--~ ower or l ess, there s oul d be a la r ge .:ield
for the oil engine, notwithstandin the gre ter out l ay
of ael. Js compare ith t he team turbi e, the oil
engine is handi cap e ~Y a co siderable f urt "'l e r out la y
for lubricating oil. But takin
0
into account the mall
quantity of fuel and the absence of n y e_ui ale t to
the boiler lant, the a dvanta e will usually, f o_ l ess
than som e l, o Ot o 2, 000 horse-powe , remain 1it h t he
oil engine provided the insta llation consists of several
sets, r sub-divide d un·ts, with · dividu.aL elec ric
drive etwee -1 en ine an propeller.
Except for very small outputs, the oil engine is
practicall; ill-s _ ite ~or ~ire~t ~o·nec· i o LO the
propeller, fo r te r eo n - a
ors a
an ~ · or
reve 'Si n·, a considerable su ly o co p es e
ir · us t
be available.
urtl1er ore, the efficienc o .. ~ he oil
engine decreases ra i ly a the lo d eres~, anc 1 o
it is aatis ac · or onl , a no mal speed. i ht must not
be lost of the f act that oil
•
n 1.ne of the sizes hich
come into consideration for the purpose are eX!)ensive
machines and much less rugged and reliable han steam
turbines, or sLea en ~ines. ' he handicap in fir t cot
and fuel cost must be equate d a ,ainst the greater earning
~ower of the s i co~sequent upon the space an Me i t
saved and n1ade av ila le ~or ca r o.
A n example of a ship riven b oil-en ines rough
electric 1notors is t l1e "Tynemount " build to the or er of
t :t e Plectri c 1 rine
is a c.:anal-t .. pe tan
o:p lsio "':. ompan o ula s--ow. t
are nor ser ice on t e anadian
lakes a n th ou ,. h t he ella,nd Canal. 'he powe1 equip e
of this ship c onsis s -· two four-st .. o .e-c ·cle, 400 . p .m.
6 cylinder, iese engines, ea c
1
direct con ected o a
three-phase 2 -lrv-a., h c-volt e erator.
gene~ators are ound respectively ~ith si
1he e t wo
n ~ ei r- t oles
and thus constitute o r ce of iffe en pe1iodicity, the
one supplying 20 ~ cle s e sec nd and the other 26.6
cycles per second. An exc~ter i f itt e ~ o an exte ion
of the shaft o ea h ge era or.
mally about 30 am jeres t 11 volts
- e no -
d is c apa le of
suppl ~ i nb a con iderable
e loa • · he ro el er i
l
· 22
d.riven by a · ul i le o or. '
1
his ·oto i of - e ·quir
rel-cage · duction tYJ,Je an is rovida with two stator
..
windin s for 30 nd 40 pole · res e tively.
t t , e es-
sel's normal speed the ower o the two ~ieael engines
is integrated at this motor, t e 20-c cle supply eing
absor · ed in the 30-pole windi -. and the 26. 6-oycle sup
p;I.y being absorbed in the DO- pole winding and the 26.6-
cycle supply in th
0
40-pole winding. nder these condi-
tions the synchronous peed i s 0 r .
• •
.Allowine fo r
slip in the rotor of this m oto the propeller speed is
about 78 r.p.m. By changing he 40- L ole v:indin°· t o the
20-cycle generator leaving the 30-pole winding of the
motor and the 26.6-cycle ·-r-enerator out of t_ e circuit
the speed is lowere d to 75 per cent o the ull speed,
that is to some 58 r.p.m. ~he 26. 6-cycle set y then
be shut dowti thus leaving the 0-c cle set alone to re
pel the ship an i consequent ly providing as good economy
at this lo,~ speed and load a at the hi her spee e and
load.
The vessel is deigned to carry about 2,40 tons
dead wei rht of car o, f uel , r s water and store on
14-ft. rean r u -ht in fre h ater.
The dimensions of the ship and of her ro eller are
determined by the dimensions of the canal locks throuuh
which she must pass. he
stem ado~ted has er itted
of increasing the carryin ~ c pacity t 2
tons ore
than would have been practicable with steam equipment.
This saving is a consequence to:
(a) The absence of boilers and the cone uent reduc
tion in space and weight of machinery.
(b) The great differen~e in the heat v lue of the
fuel and the efficiency with which it is used, so that
the bunker capacity can be materially reduce d.
~he "Tynamount" made her f irst trip in 1913 and her
performance was tested at sea over a mea ured ila. She
was reversed many times and it was ascertained that only
15 to 18 seconds era require d to brin · the pro eller
from full speed ahead to full speed astern or vic e ver •
This is an interesting demonstration of thee cellent
capabilities of properly desi
6
ned quirre l -oa ·e in uc-
tion motor or Vl ork where considerable starting and
acceleratin torque is required. he desi n of the
squirrel cage corn_ rises the feature t hat t he slots a re
excee dingly deep and narrow in order to take adv ntage
of the field eff e ct ihich acvs to i .ar t hig re istanoe
characteri tic to the rotor t tarti • The high re
sistance characterist i cs automati cally me r a into low
resist ance charact eristics as the motor peed incre s .
Consequently, t he sli~ and los a re low at ull speed,
·Rhereas, with the or in r const uction em l o in i h
res·stance roto r bars tote sual ro ortions, the
slip and losses and e tin oul be .. 1 nde ·r bl i h
23
during normal run in
0
•
From the a ov0 di bcu eio its o d that there is one
very i portant aspect of the proposition of driv1n a
s· ip electric ll.y, vhich hould facilit te its intro-
auction in m rine praoti~e. oh shi~ repre ents ·n in-
dependent, self-cont ined pro osition.
1
here is no p r-
ticular nee f o, or a vantage in, ri · i adh rence to
some one particular system. here ar e usually several
alternative m ethods o dealinu with any eng i neeri ·
problem and it is often difficult to det er ine
. .
1C 1S
the best. enerally , o e can definitely discard several
methods as less suitable for some articular case, but
there will usu 11 rem in t wo or three m ethods between
w ich it is difficult to choose.
In undert king the electrification o railway,
this may well constitute a reat em arra· ssm ent, si .1.Ce
it is im· o '.!.~ ant t o have tan ar iz t ion nd interchange ability of rolling sto ck over e ensive s~stems. But
in the case o shi ropulsiot1 compa ris < :>ns of various
t~pea of en; ine e . ipment, o ro eller desi ns and
speed~, Oi locations o - propel er s , o n be o~ ro
pellers, of kind of fuel, etc., re cont inually bei g
made on ships of otherwise ident ic 1 char· cterioti s.
Tl e rapid pro~re s s w hi~h i cont· uall~ in evi e ce i n
marine en ineerin i 1 r
3
al a conse uence of this
e tablishe d policy. It is e s to oresee th t the
24
application o · electrical metho-ds to ship pro lsion
will be more readily aoc omplishe, so far as it is
demonstrated to realize the e cono ic advanta et> tha.t
are claimed for it, than has been the case with rail-
way elec -ri icat~on.
• • • • • • • • • •
2
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Asset Metadata
Creator
Gansner, W. George
(author)
Core Title
"Electrical Johnny" at sea
School
College of Liberal Arts
Degree Program
Electrical Engineering
Degree Conferral Date
1919-06
Publisher
Los Angeles, California
(original),
University of Southern California
(original),
University of Southern California. Libraries
(digital)
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OAI-PMH Harvest
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theses
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English
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Gansner, W. George
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