L 19 - Machinery Selection For Modern Warship

Machinery Selection
Warship Design Lectures
CODAG / CODOG
In CODAG (COmbined Diesel And Gas turbine) systems a

diesel engine provides propulsive power at low ship speed,
but at high speeds the gas turbine is fired providing the
relatively large additional power requirement dictated by the
cube law.
. In CODOG (COmbined Diesel Or Gas turbine) systems the

gearing is arranged such that only the diesel or gas turbine
may drive the propeller or water jet at a given time.
COGAG / COGOG
COGAG (COmbined Gas turbine And Gas turbine) and COGOG

systems use a small gas turbine at low ship speed and/or a
larger engine for high ship speeds.
CODLAG / CODLOG
CODLAG (COmbined Diesel eLectric And Gas turbine) systems

use an electric motor and diesel powered generator for low
speeds. An important feature is low noise for antisubmarine
work
Comparison of sfc curves against load for various gas turbine cycles and a
low-speed two-stroke diesel engine
Note: Diesel Engines

have a flat profile
over 50% of the
operating profile
Note: Steepness of
the GT profile over
the operating range
making GTs not
suitable below 80 %
of MCR
POWER REQUIREMENTS GLOBAL

COMBATANTS
Destroyers, Frigates and Cruisers
Global Combatant ~ 6000 t ship

6000 Tons / 28 Knots
Power Reqd ~ 36 MW
Options Available:
Twin GT CODOG
Single GT CODOG
All Electric
Single GT CODLAG
Twin GT CODOG
Single GT CODOG
All Electric
Single GT CODLAG
Summary of the Configurations
Unrefueled Endurance by Ship

speed
Global Combatant ~ 9000 t ship

9000 Tons / 28 Knots
Power Reqd ~ 72 MW
Options Available:
COGAG
CODOG
All Electric
CODLOG
COGAG
CODOG
CODLOG
All Electric
Summary of the Configurations
Unrefueled Endurance by Ship

speed
POWER REQUIREMENTS OCEAN CAPABLE

PATROL CRAFT
CORVETTES, OPVs
OCPV~ 2000 t ship

2000 Tons / 22~26 Knots
Power Reqd ~ 36 MW
Options Available:
Twin GT CODOG
Single GT CODOG
All Electric
Single GT CODLAG
CODAD Option 2 HSDs on each

Shaft
Propulsion through CODAD configuration where two highspeed sequentially turbocharged (12 or 16 cylinder) diesels
are configured on each shaft.
In this way a high maximum speed is achieved (all four

engines running) whilst reducing to one engine running per
shaft addresses the loiter speeds (6 8 knots) and patrol
speeds of 10 to 20 knots.
The complexity introduced with this system includes the

AND gearbox, synchronising and combining power from
multiple diesels, the multiple diesel-mounted turbochargers
and the complex control system necessary to cope with what
is effectively a double-propeller law when operating on two
engines rather than four (assumes a single speed gearbox).
Twin Engine Configuration
High maximum speeds are achievable but loiter/low-speed

operation (probably 60% of the operational profile) is difficult
to address without taking considerable pitch off the propellers
to meet the minimum diesel rpm. This leads to poor overall
efficiency and a heavy maintenance burden with a large
number of cylinders always in operation.
Trail-shaft mode is routinely adopted at loiter and low speeds,

exacerbating the efficiency problem further due to the
additional ship resistance associated with trailing a shaft,
maybe up to 20%.
Hybrid Electric System
A hybrid-electric system avoids many of the drawbacks of

both systems described above. Configuring for twin diesels
(say 8MW each) but including two small geared-electric
motors of, say, 750kW each, leads to a system better
optimised for the naval operating profile: loiter is taken care
of by driving both shafts at maximum efficiency with the
electric motors, powered by mildly up-rated ship service
generators.
Transit is either on twin diesels or on one diesel and one

electric motor, thereby using sidedboost to avoid trail-shaft
losses,
Sprint is on both main diesels.
For Sprint Speed of 30 Kts
Power Reqd at 20 kts ~ 8 MW
Compact HSDs of 4 MW each for 20 Kts speed
Combine with GTs of 12 MW each for sprint speed
Comparison CODAD & CODAG
Fast Combatants
High sprint speed, shallow draft, extended low-speed running,
low noise and low magnetic signature are key characteristics but
green-water capability, organic aviation and very high unrefuelled endurance are not attainable in a ship of this size.
The US Littoral Combat ship marks the other end of the fast
littoral combatant being a larger transoceanic littoral ship with
organic aviation and reconfigurable
For the purposes of power and propulsion system options
comparison a target green-water ship displacement of 2,500t has
been used and the fuel load and mission systems were kept
common. The fast littoral craft design developed is illustrated in
next slide.
Weight comparison between different power and

propulsion options

L 19 - Machinery Selection For Modern Warship

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Machinery Selection

Warship Design Lectures

In CODAG (COmbined Diesel And Gas turbine) systems a

. In CODOG (COmbined Diesel Or Gas turbine) systems the

COGAG (COmbined Gas turbine And Gas turbine) and COGOG

CODLAG (COmbined Diesel eLectric And Gas turbine) systems

Note: Diesel Engines

POWER REQUIREMENTS GLOBAL

Global Combatant ~ 6000 t ship

Summary of the Configurations

Unrefueled Endurance by Ship

Global Combatant ~ 9000 t ship

Summary of the Configurations

Unrefueled Endurance by Ship

POWER REQUIREMENTS OCEAN CAPABLE

OCPV~ 2000 t ship

CODAD Option 2 HSDs on each

In this way a high maximum speed is achieved (all four

The complexity introduced with this system includes the

Twin Engine Configuration

High maximum speeds are achievable but loiter/low-speed

Trail-shaft mode is routinely adopted at loiter and low speeds,

Hybrid Electric System

A hybrid-electric system avoids many of the drawbacks of

Transit is either on twin diesels or on one diesel and one

Sprint is on both main diesels.

For Sprint Speed of 30 Kts

Power Reqd at 20 kts ~ 8 MW

Power Reqd at 25 kts ~ 18 MW

Power Reqd at 30 kts ~ 30 MW

Compact HSDs of 4 MW each for 20 Kts speed

Combine with GTs of 12 MW each for sprint speed

Comparison CODAD & CODAG

Weight comparison between different power and

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