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MAN B&W

PTO/RCF
Side mounted generator, BW III/RCF (Fig. 4.01.01, Alternative 3) The PTO/RCF generator systems have been developed in close cooperation with the German gear manufacturer RENK. A complete package solution is offered, comprising a exible coupling, a stepup gear, an epicyclic, variableratio gear with builtin clutch, hydraulic pump and motor, and a standard generator, see Fig. 4.01.04. For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic system can normally be omitted. For constant speed engines a PTO/GCR design is normally used. Fig. 4.01.04 shows the principles of the PTO/ RCF arrangement. As can be seen, a stepup gear box (called crankshaft gear) with three gear wheels is bolted directly to front- and part side engine crankcase structure. The bearings of the three gear wheels are mounted in the gear box so that the weight of the wheels is not carried by the crankshaft. Between the crankcase and the gear drive, space is available for tuning wheel, counterweights, axial vibration damper, etc. The rst gear wheel is connected to the crankshaft via a special exible coupling, made in one piece with a tooth coupling driving the crankshaft gear, thus isolating the gear drive against torsional and axial vibrations. By means of a simple arrangement, the shaft in the crankshaft gear carrying the rst gear wheel and the female part of the toothed coupling can be moved forward, thus disconnecting the two parts of the toothed coupling. The power from the crankshaft gear is transferred, via a multidisc clutch, to an epicyclic variableratio gear and the generator. These are mounted on a common PTO bedplate, bolted to brackets integrated with the engine crankcase structure.

4.01
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178 06 49-0.0

Fig. 4.01.03: Side mounted BW III/RCF

The BW III/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input drives the annulus of the epicyclic gear in either direction of rotation, hence continuously varying the gearing ratio to keep the generator speed constant throughout an engine speed variation of 30%. In the standard layout, this is between 100% and 70% of the engine speed at specied MCR, but it can be placed in a lower range if required. The input power to the gear is divided into two paths one mechanical and the other hydrostatic and the epicyclic differential combines the power of the two paths and transmits the combined power to the output shaft, connected to the generator. The gear is equipped with a hydrostatic motor driven by a pump, and controlled by an electronic control unit. This keeps the generator speed constant during single running as well as when running in parallel with other generators.

MAN B&W 98-50 TII engines

MAN Diesel

198 43 000.3

MAN B&W
The multidisc clutch, integrated into the gear input shaft, permits the engaging and disengaging of the epicyclic gear, and thus the generator, from the main engine during operation. An electronic control system with a RENK controller ensures that the control signals to the main electrical switchboard are identical to those for the normal auxiliary generator sets. This applies to ships with automatic synchronising and load sharing, as well as to ships with manual switchboard operation.

4.01
Page 5 of 6 Internal control circuits and interlocking functions between the epicyclic gear and the electronic control box provide automatic control of the functions necessary for the reliable operation and protection of the BW III/RCF unit. If any monitored value exceeds the normal operation limits, a warning or an alarm is given depending upon the origin, severity and the extent of deviation from the permissible values. The cause of a warning or an alarm is shown on a digital display.

Operating panel in switchboard

Servo valve

Hydrostatic motor

Toothed coupling Generator RCFController Hydrostatic pump Annulus ring Multidisc clutch Sun wheel Planetary gear wheel Toothed coupling

Crankshaft Elastic damping coupling Bearings

Engine crankcase structure

1st crankshaft gear wheel

Toothed coupling

178 23 222.2

Fig. 4.01.04: Power take off with RENK constant frequency gear: BW III/RCF, option: 4 85 253

MAN B&W 98-50 TII engines

MAN Diesel

198 43 000.3

MAN B&W
Extent of delivery for BW III/RCF units The delivery comprises a complete unit ready to be builton to the main engine. Fig. 4.02.01 shows the required space and the standard electrical output range on the generator terminals. Standard sizes of the crankshaft gears and the RCF units are designed for: 700, 1200, 1800 and 2600 kW, while the generator sizes of make A. van Kaick are:
Type DSG 62 62 62 74 74 74 74 86 86 86 99 M24 L14 L24 M14 M24 L14 L24 K14 M14 L24 K14 440 V 1800 kVA 707 855 1,056 1,271 1,432 1,651 1,924 1,942 2,345 2,792 3,222 60 Hz r/min kW 566 684 845 1,017 1,146 1,321 1,539 1,554 1,876 2,234 2,578 380 V 1500 kVA 627 761 940 1,137 1,280 1,468 1,709 1,844 2,148 2,542 2,989 50 Hz r/min kW 501 609 752 909 1,024 1,174 1,368 1,475 1,718 2,033 2,391
178 34 893.1

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Page 6 of 6 Yard deliveries are: 1. Cooling water pipes to the builton lubricating oil cooling system, including the valves. 2. Electrical power supply to the lubricating oil standby pump built on to the RCF unit. 3. Wiring between the generator and the operator control panel in the switchboard. 4. An external permanent lubricating oil llingup connection can be established in connection with the RCF unit. The system is shown in Fig. 4.03.03 Lubricating oil system for RCF gear. The dosage tank and the pertaining piping are to be delivered by the yard. The size of the dosage tank is stated in the table for RCF gear in Necessary capacities for PTO/RCF (Fig. 4.03.02). The necessary preparations to be made on the engine are specied in Figs. 4.03.01a and 4.03.01b. Additional capacities required for BW III/RCF The capacities stated in the List of capacities for the main engine in question are to be increased by the additional capacities for the crankshaft gear and the RCF gear stated in Fig. 4.03.02.

In the event that a larger generator is required, please contact MAN Diesel & Turbo. If a main engine speed other than the nominal is required as a basis for the PTO operation, it must be taken into consideration when determining the ratio of the crankshaft gear. However, it has no inuence on the space required for the gears and the generator. The PTO can be operated as a motor (PTI) as well as a generator by making some minor modications.

MAN B&W 98-50 TII engines

MAN Diesel

198 43 000.3