MAN B&W Diesel Ltd

MAN B&W Diesel Ltd

Paxman 18VP185
Ship Designers Guide

MAN B&W Diesel Ltd, Paxman MAN B&W Diesel Ltd

Hythe Hill, Colchester, Essex CO1 2HW, England Registered in London No. 759517
Tel: +44 1206 795 151 Registered Office
Fax: +44 1206 797 869 Bramhall Moor Lane, Hazel Grove
www.manbwltd.com Stockport, Cheshire SK7 5AH, England
 18VP185 SHIP DESIGNERS’ GUIDE.

INDEX

CHAPTER 1. PERFORMANCE DATA.

Description. Page.

Technical Data and Performance Data 1.1

Ratings - Definitions and Operating Angles. 1.2
Overhaul Periods. 1.3
Category A1, De-rate Table. 1.4
Performance Curves & Fuel Consumption. 1.5

CHAPTER 2. MARINE ENGINE INSTALLATION.

Engine General Arrangement Drawings 2.1

Estimated Weights. 2.2
Propulsion Application Mass Elastic System. 2.3
Flexible Drive Couplings and Engine Mountings 2.4
Alignment – Shafting, Gearboxes and Flexible Coupling. 2.4
Example of Engine and Anti-Vibration Mountings Alignment, 2.7
Maintenance Space Requirements 2.10
Lifting Arrangements. 2.10
Engine Preservation. 2.11

CHAPTER 3. SYSTEMS AND DIAGRAMS.

Systems. 3.1
Air Inlet System 3.2
Fuel Oil System 3.3
Fuel Oil Treatment and Fuel Oil Specification. 3.4
Fuel Oil Properties and Approved Fuels. 3.5
Primary Water System 3.6
Sea Water System 3.7
Sea Water Pump Curve 3.8
Lubricating Oil System 3.9
Lubricating Oil Treatment and Lubricating Oils. 3.10
Exhaust System and Underwater Exhaust Systems 3.11
Exhaust Emissions, Silencers and Radiated Heat. 3.12
Starting Systems, Electric and Air and Cold Start. 3.13
Electrical Control System and Governing. 3.14
Control and Monitoring Interface 3.15

CHAPTER 4. GEARBOXES.

Reverse Reduction Gearbox. 4.1

Typical Gearboxes. 4.2
Standard Propulsion Arrangement. 4.3
CP Propeller Drives. 4.4
Multi Engine Drives. 4.4
 18VP185 SHIP DESIGNERS’ GUIDE.
Page 1.1
CHAPTER 1.

TECHNICAL DATA.
Number of cylinders 18
Bore x Stroke 185mm x 196mm
Swept volume per cylinder 5.268 litres
Configuration 90˚ Vee
Operating cycle 4 Stroke
Direction of Rotation. Anti-clockwise looking on Flywheel
Thread system SI Metric and BSP
Combustion system Direct injection
Compression ratio 13.1:1
Fuel Oil Distillate Fuel.
Minimum Cetane Value. 45
Standard inlet depression 150 mm Wg
Standard exhaust back pressure 255 mm Wg

NOTE ! Higher back pressures can be accepted upon request. See Chapter 3 for
details of the exhaust system.

Lubricating oil consumption (0.25 ± 0.1)% of fuel consumption

Lubricating oil capacity 430 litres
Nominal oil pressure 5.2 bar
Coolant capacity (Primary) 300 litres
Coolant Capacity (secondary) 125 litres
(pump suction to discharge flange)

PERFORMANCE DATA.

Category “A1” “A2” “B”.

Maximum power (kWb) 4000 3500 3000

Speed. (r/min). 1950 1870 1770
Idling speed. (r/min) 600 600 600
Mean piston speed (max r/min. m/sec) 12.74 12.22 11.56
BMEP (max rating. bar) 25.95 23.68 21.44
Fuel consumption (max power. g/kWh) 215 209 204
Fuel consumption (75% max power. g/kWh) 204 202 200
Fuel consumption (50% max power. g/kWh) 200 202 204

Barometric pressure. 1 bar 1 bar 1 bar

Air temperature. 25˚C 45°C 45°C
Charge air coolant temperature. 25°C 32°C 32°C
Relative humidity. 30%
Lower calorific value of fuel. 42800 kJ/kg

NOTE! The stated fuel consumptions apply to engines driving all essential pumps
including seawater, primary water, lubricating oil and fuel lift. For
guaranteed fuel consumption 5% must be added to the above values.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 1.2
CHAPTER 1.

RATINGS – DEFINITIONS
The ratings below are given as guidance in order to clarify the application to a Paxman standard
rating. Each marine engine is capable of the full engine rating, denoted by Paxman as ‘A1’, but
in some installations the engine power is restricted to prevent the engine overloading the drive
system or to limit the engine output in order to obtain a longer service overhaul interval. The
rating and overhaul time are related, see page 1-3 for more details.

Category A1. Reference conditions are 25˚C Air 25˚C Seawater.

Denoted by Paxman as the rating typically used for fast patrol craft, high-
speed leisure craft, luxury yachts and other craft where maximum power is
generally required for about 10% of the overall operating profile. The
overhaul period reflects this. Please note that there is no time limit for
operation at the maximum power, which is available as a continuous output.
Extended operation at full power will reduce overhaul times.

Derate of the engine performance is given in Fig 1.1.

Category A2 Reference Conditions are 45°C Air, 32°C Seawater

Denoted by Paxman as the rating typically used for high-speed ferries,

medium speed patrol craft, leisure craft and fishing vessels. This engine is
expected to be used for about 75% of the running time in the 90 – 100%
power band. The reference conditions are higher than the ‘A1’ rating and no
derate is needed up to the reference conditions. If you need to operate with
higher air and seawater conditions please contact Paxman.

Category B. Reference Conditions are 45°C Air, 32°C Seawater

Denoted by Paxman as the rating typically used for long range vessels, with
optimum fuel consumption. This gives the highest overhaul period of the
three standard ratings

Performance curves for each of the above categories are given later in this chapter. The
curves plot power output against engine r/min according to a propeller law of cube form. The
fuel consumption at any given condition can be obtained by referring to the curves
superimposed on the power line, in g/kWh and kg/h. The torque control line defines the
maximum torque available.

OPERATING ANGLES.
The following apply to engines mounted on the fore and aft axis of the vessel:
Maximum Pitch ±10˚
Maximum Roll ±22.5 ˚
Maximum Sustained List 15˚
Maximum Installation Angle (inc. Trim) 12˚

Higher pitch and roll conditions, are non-standard and under these circumstances please
contact Paxman.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page 1.3
CHAPTER 1.

OVERHAUL PERIODS.
The operating profile of the vessel and the rating used has a significant effect on the periods
between overhauls. Usage varies from ship to ship and application to application, the
following table is offered as a guide for initial operation, the periods can be extended in cases
where examination of components indicates that cleanliness and wear patterns are within
acceptable limits.

CATEGORY A1. TOP OVERHAUL MAJOR OVERHAUL

6000 HOURS 12000 HOURS

CATEGORY A2. TOP OVERHAUL MAJOR OVERHAUL

8000 HOURS 16000 HOURS

CATEGORY B. TOP OVERHAUL MAJOR OVERHAUL

10000 HOURS 20000 HOURS

The stated overhaul periods given above are based on the declared operating profile shown below. If
the engine is operated on a different profile the overhaul interval time can be adjusted, and in general
the higher the engine loading the sooner the engine will require overhaul. There is no time restriction
on operation at full load.

CATEGORY ‘A1’
% Time % Power Power Speed
(kW) (rpm)

15 100 4000 1950

50 75 3000 1771
15 50 2000 1547
15 25 1000 1229
5 10 400 905

CATEGORY ‘A2’
% Time % Power Power Speed
(kW) (rpm)

5 100 3500 1870

70 90 3150 1805
20 25 875 1178
5 10 350 868

CATEGORY ‘B’
% Time % Power Power Speed
(kW) (rpm)

20 100 3000 1770

50 75 2250 1608
15 50 1500 1405
15 25 750 1115
 Page. 1.4
DERATE TABLE. (FIG. 1.1)

DERATE DUE TO AMBIENT AND SEAWATER TEMPERATURES.

ENGINE: 18VP185.
SPEED: 1950 r/min.
APPLICATION: MARINE
RATING: 4000 kWb.

35 - - - - - - - 0.0 1.0 2.0 3.0 4.0 5.5 7.0 8.0

18VP185 SHIP DESIGNERS’ GUIDE.

SEA 30 - - - - - - 0.0 0.0 0.0 1.0 2.0 3.0 4.5 6.0 7.0
WATER 25 - - - - - 0.0 0. 0.0 0.0 0.0 1.0 2.0 3.5 5.0
TEMP. (OC) 20 - - - - 0.2 0.0 0.0 0.0 0.0 0.0 0.0 1.0 2.5

CHAPTER 1.
15 - - - 1.8 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0
10 - - 3.5 2.2 0.8 0.0 0.0 0.0 0.0 0.0 0.0
5 - 5.3 3.9 2.5 1.1 0.0 0.0 0.0 0.0 0.0
0 7.0 5.6 4.2 2.8 1.4 0.0 0.0 0.0 0.0

-20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50

AMBIENT AIR INTAKE TEMPERATURE (°C)

AIR INTAKE DEPRESSION 15MBAR (150 mm Wg): DERATE BY 0.5% FOR EVERY ADDITIONAL 5 MBAR UP TO 30 MBAR
EXHAUST BACK PRESSURE 25 MBAR (255 mm Wg): DERATE BY 0.2% FOR EVERY ADDITIONAL 5 MBAR UP TO 50 MBAR.

PERCENT DERATE TABLE FOR 1950 R/MIN – MARINE ENGINE CATEGORY “A1” ONLY.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page 1.5
CHAPTER 1.

18VP185MARINE PROPULSION CURVES.

1. Category A1. 4000 kWb @ 1950 rpm. VPG200

2. Category A2. 3500 kWb @ 1870 rpm. VPG201

3. Category B. 3000 kWb @ 1770 rpm. VPG202

The Specific Fuel Consumption on these curves is given in g/kWh.

4. Category A1. 4000 kWb @ 1950 rpm. VPG203

5. Category A2. 3500 kWb @ 1870 rpm VPG204

6. Category B. 3000 kWb @ 1770 rpm. VPG205

The Fuel Consumption on these curves is given in kg/h.

 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 2.1
CHAPTER 2.

GENERAL ARRANGEMENT DRAWING

OF 18VP185 MARINE PROPULSION ENGINE.

Drawing No. 98.A.54.

This is a typical arrangement drawing giving an overall picture of the engine as supplied to a
customer, showing all the important dimensions and external connection interfaces.

Details of the interface connections are shown on Sheet 2 of the drawing.

See Chapter 4. For a further General Arrangement Drawing in combination with a typical
gearbox.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 2.2
CHAPTER 2.

ENGINE BUILD WEIGHT.

Base Engine Comprising;

Crankcase, cylinder heads, pistons, connecting rods, crankshaft, gearing, camshaft,

flywheel housing, free-end cover, cam followers, push rods, rocker gear, fuel feed
pump, injector units and lift pump, turbochargers and housing, intercooler and
aftercooler, inlet and exhaust manifolds, governor actuator, explosion relief doors,
crankcase breather, lub oil sump, torsional vibration damper and air shutdown valves,
Heat exchanger/ oil cooler assembly, Jacket water pump, piping and thermostat, Sea
water pump and piping, Lubricating oil pump and strainer, Lubricating oil filter
(Duplex), Fuel oil filter (Duplex), Fuel oil cooler, Flywheel and starter ring, Free-End
engine feet and Air inlet filters
10161

Electric starter motors and relays 66

Sensors, wiring and junction boxes 20
Thermocouples, wiring loom and junction boxes 67

Sub Total 153

Total Estimated Weight Kg (Dry) 10314

--------------------------------------------------------------------------------------
(Weights are to -0 +5%)

Weight of water in primary system. 300

Weight of water in secondary system. 125
Weight of lubricating oil in sump and filters. 368
Weight of fuel in system. 14

Sub Total 807

Total Estimated Weight Kg (Wet) Installed 11121

--------------------------------------------------------------------------------------

Auxiliary equipment weights.

Anti-vibration mounts and sole plates. 120

Flexible coupling. 206
Motor driven priming pump (not fitted to engine). 26
Jacket water heater. 45

Sub Total 397

.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 2.4
CHAPTER 2.

FLEXIBLE DRIVE COUPLINGS.

It is necessary to fit a coupling, which is torsionally, radially and longitudinally flexible,
between the engine and gearbox. This serves to protect the gearing from engine vibration,
allows the engine to move freely on its anti vibration mounts and is an essential component in
controlling torsional vibration in the shaft line. Various types are available but those most
commonly used at present utilise flexible rubber elements and steel diaphragms to provide
the necessary characteristics, It is important to understand that the coupling is not intended to
absorb permanent misalignment and should be in an unstressed state when at rest. Running
with the engine and gearbox misaligned will cause the coupling to run hot, reduce its life and
waste power.

FLEXIBLE ENGINE MOUNTINGS.

The engine is designed to run on four point flexible mounts. These may be of commercial
standard or of more complex design for military applications. If requested Paxman can
recommend the best type for the application concerned.

ALIGNMENT PROCEDURE.
A fully detailed alignment procedure is included in every contract; this will take account of all
relevant factors including type of engine mount, type of flexible output coupling, installation
angle and flexible connections. The following notes explain the general principles involved
and indicate those areas, which should be taken into account by the shipbuilder.

Assuming that the installation is of the conventional type, that is engine, gearbox and final
drive shaft and that the ship is floating in water with all the main machinery in place, correctly
ballasted with average fuel, water, stores etc. then the procedure is:

(a) Shaftline.

Ensure that the driven shaft is properly supported in its bearings and in its final running
position. The free end of the shaft may require support to position it correctly and eliminate
droop. Note that the bearing positions will have been determined by calculation to ensure
that the shaft system is free from whirl and adverse torsional characteristics. The first line
shaft bearing should be at least 12 shaft diameters, preferably more, from the gearbox output
bearing.

(b) Gearbox.

The gearbox is aligned with the driven shaft using the jacking screws in the mounting feet,
when satisfactory the seating chocks must be fitted or poured, according to shipyard practice.
In applications where hull transmitted noise and vibration is of paramount importance,
gearboxes can be supplied with AV mounts. These use comparatively hard rubber, as they
must transmit thrust forces. They should be allowed to settle out before alignment
commences.

.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 2.6
CHAPTER 2.

Paxman will provide a corrected dimension for this distance and the engine must be
positioned so that the dimensions given in the sketch are achieved using the jacking
arrangements described. At this stage the weight of the engine will be fully supported by the
jacking brackets and its position fore and aft and athwart ships will be fixed by the horizontal
jacking screws. The weight is now transferred to the anti vibration mounts by screwing down
the screws in the sole plate, care must be taken that the sole plate remains parallel to the top
face of the isolator, and it is important that the mounts are loaded gradually and evenly. It is
recommended that the bolts be adjusted half a turn at a time, moving diagonally from corner
to corner.

e) Permanent Chocks

Chocks can now be fitted or poured according to shipyard practice. Please note that, if resin
chocking material is to be used the minimum thickness acceptable between the sole plate
underside and the ships seating is 20mm, this must be taken into account at the design
stage.

f) Rebound Stop

All restraining screws should now be slacked off and locked clear, the clearance of the
rebound stop is set all services connected and the flexible output coupling fitted.

g) Final Adjustment

The alignment is checked once sea trials are completed, any adjustment necessary is made
by fitting shims between the engine foot and the top face of the isolator using the screws
provided in the engine foot to compress the isolator.

MARINE ENGINE INSTALLATION.

Correct installation of the engine in the ship is of vital importance. In order to facilitate
alignment of the engine, one set of Jacking Brackets can be supplied per vessel.

The Shipbuilder should supply engine restraint brackets and engine transverse brackets, as
detailed on Drawing No. 99.MX.200 shown below, and one soleplate per mounting to sit
between the mountings and the ship’s seating.

.
 18VP185 SHIP DESIGNERS’ GUIDE. Page. 2.7
CHAPTER 2.

EXAMPLE: RUBBER DESIGN A.V. MOUNTS.

The Rubber Design Anti-Vibration Mountings (AVMs) are supplied in a pre-loaded state with
the stud fitted in the buffer (Fig.1. see page 2.9). The stud must not be tightened because it
will decrease the pre-loading. To fit them to the engine feet, the Nut & Stud have to be
removed, this must be done with care in order that the pre-loading is not affected.

The A.V.Ms are fitted beneath the engine feet, the nut and stud being replaced, but only
screwed down hand-tight and the sole-plates (Shipbuilders’ supply), attached to the underside
of the mounts. The Jacking Brackets are now fitted to the engine crankcase as shown in the
above drawing. The Jacking Screws in each bracket are wound down to their lowest position
to give maximum jacking. At this stage all jacking screws, loose plates and surfaces of contact
are to be well greased.

The engine is lowered on to the Ship’s Seating and the main jacking screws in each bracket
lowered together, until a distance of not less than 20mm is achieved between the A.V.M. sole
plates bottom and the ship’s seating. The ship-builder supplied longitudinal and transverse
jacking brackets are brought to bear against the main engine jacking brackets as shown in the
above drawing.

The engine is aligned to the gearbox to within the alignment tolerance stated by the Flexible
Coupling manufacturer. A Vulcan Rato “R” 2120 series coupling is to be aligned to within ±
0.5mm radial, ± 0.50 mm axial and ± 0.35mm angular. The closer the tolerance is to zero, the
less the stress on the coupling leading to longer life.

On completion of alignment the transverse and longitudinal brackets supplied by the ship-builder
are to be locked into position. The A.V.M. soleplate-levelling screws are screwed down to
contact the ship’s seating and the engine weight slowly transferred to the A.V.Ms. When the
mounts are loaded by the weight of the engine, check that the stud /buffer can be turned freely,
clockwise and anti-clockwise (Fig. 2).

If the stud loosens from the buffer, tighten the stud and buffer together until the buffer touches
the sole-plate. If the buffer still loosens from the stud, tighten as above, the mounting foot
should then be lifted, by using four M12 Jacking bolt points provided. The buffer will now be
clear off the foundation and the stud and buffer should move freely (Fig. 3).

A check should be made to ensure that the A.V.M. sole plates are parallel to the body of the
mount in all planes. When the main screws in the engine mounted jacking brackets are just
clear of the dimpled loose plates, the engine jacking screws may be backed off.

At this point the engine sump should be filled with oil and the assembly be allowed to stand in
this condition for a minimum period of 48 hours, following which a further check is to be made
on the engine/gearbox alignment.

Any adjustment to the engine/gearbox alignment after this point may only be done using the
A.V.M. levelling screws. At this stage the engine crankshaft centre line is set slightly high
(0.75 mm) in relation to the centre line of the gearbox input shaft. This is to allow for the
weight of the water, which will be in the water jackets, and “shake down” which will occur
when the engine is first run on load.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 2.8
CHAPTER 2.

The main seating chocks may now be fitted or poured, according to type. When resin chocks
are to be used, provision must be made, by the shipbuilder to prevent the liquid resin from
rising above the level of the underside of the A.V.M. sole-plates. Before pouring the central
buffer (spindle) working clearance can be set by the following method:

The buffer should have a clearance of 4 mm on both sides. The stud can be easily be
adjusted by, when the buffer is turned into the maximum lower position, turning the stud two
full turns (72Oo) anti-clockwise. The clearance of the buffer is now 4 mm on both sides (Fig.4).
After this, the buffer can be fixed by means of a M27 nut, while simultaneously blocking the
buffer by applying a spanner to the top hexagon. The nut should be tightened with a
maximum torque of 3OO Nm. All A.V.M. levelling screws and holding-down blots must be
suitably greased before pouring resin chocks.

When the resin chocks have hardened, the levelling screws, in the A.V.Ms. can be removed
and the holding-down bolts tightened. All temporary alignment aids and jacking brackets may
now be removed.

Once all the engine services are completed and the flexible coupling fitted between engine
and gearbox, the engine may be run for basic trials.

Before Sea Trials an alignment check should be made.

Some settlement of the mounts may occur during sea-trials and a further check should be
made subsequent to these trials, any adjustment found necessary being made by fitting shims
between the engine feet and the A.V.M. top. The adjustments are made by loosening the
A.V.M. fixing nut and rotating the central buffer (spindle) to compress the mount, inserting the
appropriate shims and then re-tightening the A.V.M. fixing nut.

NOTE! Before attempting to perform any adjustment, such as the above, the engine
jacking brackets must be re-fitted to the crankcase and the jacking screws wound
down to transfer the weight of the engine from mounts to jacking brackets.

REMOVAL OF MOUNTINGS.
By turning the stud anti-clockwise it is possible to loosen the stud and remove it easily from
the buffer (Fig. 5). After removing the stud it is easy to remove the mount sideways after
slightly lifting the engine (Fig. 6). It is recommended that an amount of water resistant grease
be applied in the supplied (nut)cap, as a corrosion prevention.

MAINTENANCE OF MOUNTS.
Generally speaking the mountings will not require maintenance or reconditioning in service
unless mis-used or accidentally damaged. Oil contamination is the most likely cause of
damage and therefore the rubber elements can be treated with an oil resistant coating.

Elements showing signs of severe swelling or evidence of rubber to metal separation should
be replaced. Where it is necessary to replace the rubber inserts, it is advised that the
complete mounting should be returned to the manufacturer.

The central buffer clearance should be examined and reset, if necessary, after the first week,
after three months and thereafter to fit in with normal maintenance programmes. This is done
by using a feeler gauge through the cut in the base casting of the mountings. A feeler gauge
has to pass easily under the internal buffer.

.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 2.10.
CHAPTER 2.

MAINTENANCE SPACE REQUIREMENTS.

The engine, in common with other engines in the Paxman range, can be maintained and
overhauled in situ, using a minimum of special tools. Space has to be available to carry out
such work and the designer should take this into account when designing the engine space.
The drawing no. 99.A.01, shown overleaf, gives the space required for selected overhaul
work.

ENGINE LIFTING ARRANGEMENTS.

The engine is lifted using purpose made lifting gear comprising a set of brackets, braces,
spreader plates, shackles and chains as shown on drawing no. YN.74403, which follows the
space requirement drawing.

.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 2.11
CHAPTER 2.

ENGINE PRESERVATION.
All VP185 Engines are treated with a preservative on the completion of the Acceptance Test
as specified below. This preservation will give 12 – 18 months protection under sheltered
conditions.

FUEL OIL SYSTEM.

The engine is run, for a short period, on Calibration Fluid, which is then drained and the fuel
oil system sealed whilst still containing a quantity of the Calibration Fluid.

LUBRICATING OIL SYSTEM.

Engines are tested on BP Vanellus C3 40 (or equivalent) which contains anti-rusting
inhibitors, thus providing internal preservation for the engine after the sump has been drained.

AIR MANIFOLDS & CYLINDER HEADS.

The insides of Air Manifolds, the Rocker Gear and Valve Springs in the cylinder head are
sprayed with BP Protective Oil 20 (or equivalent).

COOLING WATER SYSTEMS.

The complete engine water systems are inhibited with Stemkor 161 and drained. Before the
initial filling of the systems, with “Paxcool”, after storage, the following actions should be
carried out:

1. The entire water systems must be filled with water, which has 1% by volume of ICI
“Synperonic N” low foaming detergent, or equivalent, added to it.

2. The engine should be run until the coolant is at normal working temperature. Run for
a further 10 minutes.

Warning Notices will be attached to the engine on despatch.

1. ENGINE IS PRESERVED.

2. NO OIL OR WATER. DO NOT TURN.

 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 2.12
CHAPTER 2.

PRESERVATION AFTER COMMISSIONING.

Once the engine is connected up to the vessel system and operated, the protection applied
during manufacture is removed. The engine is then unprotected and cannot withstand long
term stoppages without suffering corrosion damage. With the correct lubricating oil, fuel oil
and primary water the systems will be reasonably protected provided the engine is run
occasionally. When the seawater system is first operated the metals are exposed to salt water
for the first time. During initial operation the metal surfaces set up a protective oxide film,
which is essential for the long-term life of the components.

When commissioning begins it should continue to ensure that the oxide film is fully
established before the engine is stopped for an extended time. If the engine is stopped for a
long time the seawater system should be flushed with potable water and dried out to prevent
the build up of corrosion products and gases.

.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.1
CHAPTER 3.

SYSTEMS.

The diagrams in this section are cover the main engine systems, Some systems e.g. the
fresh water system and lubricating oil system are largely self contained. It should not be
necessary for the shipbuilder to break into these systems, should a particular aspect of an
installation make it necessary to do so it is essential that our engineering department be
consulted and agreement obtained before any work is done. Failure to do so will
invalidate the warranty. The expected location of the connections to the ship systems is
indicated on the diagrams.

Drawing No. 99.C.75 shows the legend for the symbols used in the flow diagrams in this
chapter.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.2
CHAPTER 3.

AIR INLET SYSTEM.

The engine is fitted with air inlet filters having corrugated washable elements of dry
polyester media backed by welded wire mesh. To control weight the elements are
supported in aluminium frames. Clean filters typically have an initial resistance of 7mm
H2O at a velocity of 1.9 m/s. Cleaning is carried out off engine using low pressure cold
water however a proprietary cleaning fluid is available for use where oil or grease deposits
are encountered.

It is important that the air temperature in the vicinity of the filter is as low as practicable
and the engine room air supply system should be designed to duct incoming air close to
the filter panels. In extreme temperature conditions it is advantageous to duct the
aspiration air directly from water separating filters of the Premaberg type, mounted in the
ships superstructure, to the turbocharger intakes. Suitable flexible connections are
necessary between the ductwork and the turbochargers and the ducts must be sized to
suit the airflow data given below.

Schematic Arrangement of Air Inlet System, Drawing No. 98.C.51 is shown overleaf.

AIR FLOW DATA.

The engine requires the following air supply for combustion. When sizing engine room
ventilation fans and ductwork it is essential that sufficient air is supplied to satisfy the
requirements of all the machinery in the compartment for both combustion and heat
dissipation purposes. The engine performance is based on a maximum air inlet
depression of 150mm H2O, and volume flow rates correspond to the reference pressure
and temperature. Higher inlet pressure drops can be accepted but must be referred to
Paxman before they are used or assumed for ship design purposes. An increased inlet air
pressure drop will decrease the engine efficiency.

PROPULSION m3/sec kg/sec

CATEGORY A1. 6.50 7.65

CATEGORY A2. 6.10 6.65

CATEGORY B. 5.50 6.00

 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.3
CHAPTER 3.

FUEL OIL SYSTEM.

A gear type fuel lift pump fitted at the free end of the engine supplies fuel to the pump injector
units. A fuel oil cooler is incorporated in the return pipework; this is essential to prevent the
fuel in the tank exceeding a safe temperature. The cooling medium is seawater supplied from
the engine sea water system. If more than one tank is used to supply the engine it is
recommended that a linked valve system be used to ensure that the return fuel always returns
to the correct tank. The excess fuel returned to the tanks may contain traces of lubricating oil.
For installations where the fuel tank serves gas turbines it is usually necessary to separate
the returned excess fuel from the fuel supply to the gas turbine.

The fuel piped on the engine is at low pressure and there are no high-pressure fuel pipes on
the engine. All the high-pressure fuel is contained inside the unit pump injector, which is
located inside the cylinder head. In order to control the low fuel pressure in the piping system
there is a back pressure control valve in the on engine fuel reservoir.

FUEL FLOW DATA.

1950 rpm 1870 rpm 1770 rpm

FUEL PUMP FLOW m3/hr 2.90 2.80 2.60

FUEL PRESSURE bar 1.50 1.50 1.50

MAX SUCTION LIFT m wg 2.00 2.00 2.00

MAX SUPPLY PRESS m wg 3.50 3.50 3.50

The suction lift is measured from the crankshaft centre line. The maximum supply pressure is
the fuel pressure applied to the pump inlet by a fuel system/tank supplying pressurised fuel to
the lift pump.

Excess fuel is returned to the tank after passing through the fuel oil return cooler. The fuel is
pumped onto the engine by the fuel lift pump and then heated in the cylinder heads, there is a
temperature rise across the engine. The hot fuel flows to the on engine cooler where it is cooled
by seawater. When the engine stops the fuel flow stops. As the cooler operates on seawater the
fuel temperature is dominated by the coolers’ performance. The return temperature to the fuel
tanks is always below 55OC under any normal operating condition irrespective of the fuel supply
temperature to the engine, and with the engine seawater intake up to 32OC, well below the
60OC SOLAS limit.

Schematic Arrangement of the Fuel Oil System. Drawing No. 99.C.59 is shown overleaf.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.6
CHAPTER 3.

WATER FLOW DATA.

The engine has two cooling water systems, primary and secondary, as described below.

PRIMARY (FRESH WATER) SYSTEM.

For the primary (Jacket Water) cooling system the engine is fitted with one centrifugal type
gear driven water circulating pump. The system should be totally self contained and only
requires topping up to replace losses due to evaporation and leakage. It is suggested that
a fresh water supply close to the header tank may be of assistance in through life
maintenance. The header tank is located close to the engine and can be supplied by
Paxman as an optional extra.

The primary water heat dissipation is transferred to the secondary (seawater) system in the
on engine heat exchanger. The primary water circuit is temperature controlled with an on
engine thermostat, which is set to start operation at 71OC and is fully open at 85OC.

Schematic Arrangement of Primary System, Drawing No. 99.C.61. shown overleaf.

PRIMARY WATER TREATMENT.

The primary water circuit is of the closed type, there are dissimilar metals (aluminium,
ferrous castings and non-ferrous fittings) in the circuit consequently the water must be
treated chemically to prevent galvanic action. In many countries anti freeze precautions
are necessary and it is convenient to combine the two requirements into a single additive.
Care is necessary to use the correct mix of water and additive and to use the correct
additive. The following are recommended for use in the VP185. The water used must be
either distilled or of drinkable quality.

1. PAXCOOL. Specially formulated for use with Paxman engines. This fluid
includes an anti-freeze additive.

2. NALFLEET. C.W.T Inhibitor (9-111) specifically for use in cooling systems with
high aluminium content. This is an anti-corrosion additive not an
anti-freeze.

NOTE PAXCOOL is an approved anti-freeze mixing in the ratio of 33.3% PAXCOOL

to 66.7% drinking quality water will protect the engine to -18°C. Stronger
concentrations will protect to a greater extent.

JACKET WATER HEATER

A jacket water heater is available and comprises of a 9 kW heating element, circulating
pump and an integral control thermostat. See Drawing No. 2000A035.

This unit is required to assist in reducing white smoke at engine start up. Further
guidance on when this unit is required is provided on Page. 3.13. Cold Starting.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.7
CHAPTER 3.

SECONDARY (SEA WATER) SYSTEM.

For the secondary (Seawater) cooling system, the engine is fitted with a second pump,
gear driven from the Free End of the engine on the “A” Bank side. In most applications
there is a requirement to service off engine equipment such as gearbox oil coolers, stern
glands etc., in addition to the engine. We will advise on solutions to these matters, on
receipt of details of the relevant equipment.

The Shipbuilder must provide a strainer, with a mesh of 3mm diameter maximum, prior to
the Sea-water Pump inlet.

CATEGORY A1. A2 B

SECONDARY CIRCUIT. m3/hr 165 155 150

HEAT TO SEA WATER . kW 3090 2650 2410

The water pump characteristics are in the curve below. On this there are two system
resistance lines, the engine system pressure drop and the maximum resistance line. The
maximum line sets the pump water flow limit to ensure that the minimum flow is delivered
to the secondary system. Higher water flows are acceptable, the temperature rise in the
system being lower.

Two typical seawater systems are shown overleaf. Alternatives are possible but must be
referred to Paxman for approval before engine order.

Schematic Arrangements of Secondary System, Drawing No.99.C.62 and 99.C.62A are

shown overleaf.
18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.8
CHAPTER 3.

SEA WATER PUMP CURVE.

 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.9
CHAPTER 3.

LUBRICATING OIL SYSTEM.

LUB OIL FLOW.

An engine driven, triple rotor oil pump supplies oil in sufficient quantities for lubrication and
piston cooling. The system is entirely self contained on the engine. At maximum engine
speed the pump output is 90 m3/h, the oil is then cooled, passed through a pressure
control valve at a maximum pressure of 5.7 bar and filtered, as shown in the Schematic
Arrangement Drawing No. 99C60, overleaf. The oil pump is located in the sump and is
accessible from the outside of the engine for removal without disturbing the sump.

LUBRICATING OIL CONSUMPTION.

Once the engine is fully run in (approximately 300 hours) the lubricating oil consumption
will be approximately (0.25 ± 0.1)% of fuel consumption. The fuel consumption can be
found from the performance curves in Chapter 1.

LUBRICATING OIL PRIMING.

Prior to starting the engine will require priming to ensure that the Lub Oil system is full of
oil and that normal working oil pressure is established quickly after the engine is started.
This function is normally controlled by the Engine Control System. A typical priming pump
is shown in Drawing No. 98A47. This pump should be mounted with a flooded suction,
close to the engine to minimise the suction pipe length.

LUBRICATING OIL HEATER.

To assist in engine starting in cold conditions a lubricating oil heater, comprising a 6 kW
heating element, motor driven pump and an integral control thermostat to heat the engine
sump oil to a temperature of approximately 45OC is available. See Drawing No.
2000A039.

For further guidance on when this unit is required see Page. 3.13. Cold Starting.

CRANKCASE BREATHER.
The engine can be supplied with coalescer units (See Drawing No. 2000A034), which
allow the breather fumes to be returned and re-consumed by the engine and the oil
returned to the sump.

The 18VP185 engine requires 2 coalescer units, as shown on Drawing No.99C60. These
units should be mounted, preferably vertically, to allow for a continuous fall in the drain
pipe from the unit to the engine sump.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.10
CHAPTER 3.

LUBRICATING OIL TREATMENT.

Oil should be checked at regular intervals to assess its suitability for further use. The oil
suppliers normally offer this service. The life of lubricating oil in the engine depends very
much on the duty cycle and the quality of fuel being used.

Generally excessive periods of low load running should be avoided, if unavoidable, then
oil checks should be carried out more frequently. It is preferable to store oil in built in tanks
as part of the ship's structure; oil stored in drums should be under cover and stowed
horizontally to prevent water and dirt accumulating round the bungs.

LUBRICATING OILS.

The bearing loads on modern, high performance, engines demand the use of the best
quality oils. Selection of lubricant is very important. The following specifications should
be adhered to at all times, where exceptional conditions of temperature or the use of high
sulphur fuels is envisaged consult our engineers for assistance.

Typical modern oil is BP Vanellus C3-30, characteristics of which are given below.

Grade BP Vanellus C3 30 (40 in tropical conditions)

Density at 15°C 0.895
Flash point (PMC) °C 210
Kinematic Viscosity (cSt)
At 40°C 109
At 100°C 12.3
Pour point (°C) -18
Viscosity index 103
TBN (mgKOH/g) D2896 10.6
Sulphated ash (%wt) 1.5

Oils conforming to MIL L 2104C or better, MIL 9000H and A.P.I. classification CE are
acceptable.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.11
CHAPTER 3.

EXHAUST SYSTEM.

EXHAUST FLOW DATA.

The following flow rates and temperatures are given for the maximum ratings in each
category at the reference conditions appropriate to the rating.

PROPULSION m3/sec kg/sec °C

CATEGORY A1. 15.35 7.95 400

CATEGORY A2. 12.35 6.85 360

CATEGORY B. 11.10 6.15 350

It is important that the exhaust gases can escape with the minimum of obstruction. Pipe
diameters should be in accordance with our recommendations, sharp bends should be
reduced to a minimum and the total length should be as short as possible. The maximum
engine outputs in each category are calculated on the basis that the backpressure,
imposed by the exhaust system, will not exceed 255 mm H20. If this figure is exceeded
there will be a drop in output and an increase in fuel consumption together with an
increase in exhaust temperature. If a higher exhaust pressure drop is required please
contact Paxman Diesels. There are three exhaust connections on the engine, each of
250 mm bore. Drawing No. 99MX208, shown overleaf, gives details of a bend and flexible
bellows unit, which can be provided. Also included is a proposed arrangement showing all
three exhaust pipes merging into one collector pipe. Drawing No.98A31.

Wet exhaust systems are acceptable, but the water must be introduced via an annular
shroud so that it is directed along the pipe in the direction of flow. If the inlet pipe is
slightly off centre this will impart swirl to the water and help to prevent it from impeding
the gas flow.

UNDERWATER EXHAUST SYSTEM.

Underwater exhaust systems are commonly encountered in Patrol craft and Ferries.
Paxman will assist with information to the ship builder but do not normally supply these
systems.

The main aim, apart from discharging the exhaust gas overboard, must be to prevent
water from entering the engine. The worst conditions are when running astern or with the
ship rolling and pitching at low speed in a seaway. The first situation has to be taken into
account by the shipbuilder in designing the ship. Using a linked valve system as illustrated
can eliminate the second. Both valves are of the butterfly type and they are designed with
a shrouded annulus, which introduces the water into the exhaust pipe in a controlled
manner. An electronic sensor changes the valves over at pre set engine speed. At slow
running speed the engine exhausts to atmosphere through the smaller pipe to prevent
excessive back pressure on the engine.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.12
CHAPTER 3.

EXHAUST EMISSIONS.
The 18VP185 Marine Propulsion engine complies with the MARPOL 73/78 Annex VI. NOX
Technical Code, published by I.M.O. This is often shortened to the statement that the engine
is IMO Compliant.

EXHAUST SILENCERS.

There are a number of manufacturers producing silencers, the following data relates to
Nelson-Burgess Ltd, equipment. The standard material is mild steel plate; stainless steel is
available if required at extra cost. Most applications can be satisfied by one of the
following types of silencer:

Snubber Type. OPS. Are used singularly as primary units of an

installation.

Absorption Type. ADS. These are normally considered adequate for use
singularly on high sped craft installations where
space, weight and minimal back pressure are of
prime importance. They are also used as secondary
units in series with an OPS unit where the highest
degree of silencing is demanded.

Spark Arrestor Type. OPA. This type has the design and performance of the
OPS type but with an added cyclone stage for the
sparking capability.

Further advice on matters concerning Exhaust Systems can be obtained from Paxman on
request.

RADIATED HEAT

Heat is radiated to the surrounding air from the external surfaces of the engine; this must
be dispersed to atmosphere by the engine room ventilation system. The VP185 has no
exposed exhaust surfaces prior to the exhaust pipe connections on top of the engine and
the skin temperature remains below 100OC except for the air trunks between the
turbochargers and coolers where at maximum rating the temperature reaches
approximately 200OC and these are lagged to reduce the skin temperature to less than
100OC.

CATEGORY A1 A2 B

ENERGY TO RADIATION (kW) 75 67 67

 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.13
CHAPTER 3.

STARTING.

The engine is started by cranking, either by electric motor or air motor.

The starting torque is:
Ambient air temperature 0°C 15°C
1st compression (Nm) 5000 4000
Motoring Nm. 2900 2300
Normal firing speed 120 r/min

ELECTRIC MOTORS.
Two 24 Volt insulated return, electric starter motors. With a combined output of 18kW.

Inrush current (estimated) 3000 amps

Motoring current (estimated) 1250 amps
For remote start systems a relay is required this should be rated at 40 amps 24 volts.
Typical battery capacities based on five x 5 second start attempts in ambient
temperatures from 0-25OC.
Lead Acid 450 amp/hr (10 hr.rate)

Batteries should normally be maintained at full capacity using a 24-volt charger, matched
to the battery capacity and supplied from the ships main supply.

Battery cables must be as short as possible and sized to minimise voltage drop between
battery and start motor. Using 120mm2 cable the combined length of the lead and return
cables should not exceed 7.5m

AIR START MOTORS.

Air motors are of the turbine type. Air pressure at the motor is in the range of 6 to 10 bar.
Air is normally stored at 40 bar as this gives the best compromise between cost; weight
and size, reducing valves are used to drop the pressure to the correct working level. Each
start attempt requires 568 l/s for 5 secs of free air. Air receivers of 500 litres store
sufficient air for six start attempts at 40 bar.

Schematic Arrangement of Air Start System Drawing No. 98C37 is shown overleaf.
Should there be a requirement for a redundancy within the the starting system, a second
motor can be fitted on the engine, See Drawing No. 99C72

COLD START.
Paxman advise that to help prevent white smoke, when starting an engine, a Jacket Water
heater should be fitted, additionally in colder climates a Lubricating Oil heater may be
required. See Pages 3.6 and 3.9.

The following guidance is given for cold starting.

Down to 9OC It is advisable to use a 9kW Jacket Water Heater.

O O
8 C to 2 C. A 9kW Jacket Water heater must be used.
O O
1 C to –10 C. A 9kW Jacket Water heater and a 6kW Lub Oil
heater must be used.

-11OC and below. Consult Paxman for advice.

 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.14
CHAPTER 3.

ELECTRICAL SYSTEM.
A standard wiring loom is fitted, this will terminate in a terminal box or multi pin socket
according to customers requirements if not using the Paxman supplied monitoring and control
system. The exhaust thermocouples are connected to a pyro pipe terminating in a multi-pin
plug.

CONTROL SYSTEM.
Paxman offer a control and monitoring system, which is flexible and expandable. The control
function is embodied in the Regulateurs Europa Viking 22 digital electronic controller. This
consists of an engine-mounted actuator, an engine mounted perception head and a bulkhead
mounted controller incorporating an interface board.

ACTUATOR.

The controller supplies a current drive signal to the actuator mounted on the free end of the
engine and driven from the camshaft drive train. The actuator is self contained and has its
own oil supply, the electric signals from the controller operate a proportional hydraulic
actuator connected in turn to the fuel pump rack adjusting mechanism.

PERCEPTION HEAD.

A perception head mounted on the flywheel housing taking its signals from pegs on the
flywheel periphery senses engine speed.

CONTROLLER.

A powerful micro controller is used to perform the basic function of speed control, accepting
signals from the control station to set the required speed and maintaining the set speed by
processing the signals from the perception head. Additional functions available are
commonly:

Engine stop/start logic, acceleration rate control, Torque control, boost fuel limitation,
slowdown on high water temperature, shutdown on low oil pressure, overspeed back up
protection, gearbox clutch control and similar functions. The controller can be expanded to
respond to numerous additional parameters. An interface panel is used to convert input and
output signals to acceptable values.

MECHANICAL BACK-UP.

In the event of power failure the actuator will drop the engine speed to idle. A ball head back
up is incorporated in the actuator and this can be manually set to control the engine at any
speed within the operating profile until power is restored, or the ship can be brought to port.

GOVERNING.

It is recommended that the Viking Controller and Actuator be used as this equipment
enables the maximum performance envelope of the engine to be realised with safety. There
may be overriding conditions where the use of a mechanical/ hydraulic governor is preferred.
Regulateurs Europa offer the 1100 series of governors which incorporate torque control and
boost fuel limitation functions, however the mechanical linkage cannot be arranged to fully
exploit the engine torque available in the mid range of the power curve. Governors of other
makes may be considered.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 3.15
CHAPTER 3.

MONITORING SYSTEM.
The basic monitoring system consists of:
A data acquisition unit or units. Colour graphic display (VDU)
Monitoring and alarm panel Control station “drop in” panel
Distributed processing unit. A serial network link

DATA ACQUISITION UNIT.

These units can be supplied in blocks of 32 channels or multiples thereof. Their function is to
convert data from transducers, switch contacts, temperature sensors, thermocouples and
perception heads into signals which can be processed into readable information by the distributed
processing control unit and the local monitoring and alarm panel. It should be noted that there will
be spare channels available in most cases and these may be used for additional functions such as
fuel tank levels, bilge alarms smoke detection units and similar equipment.

MONITORING AND CONTROL PANEL.

The panel normally has a capacity of 64 channels and can interrogated to give direct readings of
the various parameters being monitored; it will also give a visual and audible alarm for deviations
beyond pre set limits.

DISTRIBUTED PROCESSING UNIT.

This unit processes the information received from the data acquisition unit into graphic form for
display on the VDU screen. Up to 128 parameters can be displayed simultaneously and a trend
function is incorporated which enables the operator to examine trends in specific data over the
previous hour, every half hour over the previous 24 hours and every three hours over the previous
7 days.

SERIAL NETWORK LINK.

This is a single arcnet cable connecting the various components. The saving in wiring and time is
of obvious advantage.

BRIDGE DROP-IN PANEL.

For safe operation basic information in simple form is essential. A “Drop-In” panel is available for
mounting in the control console. This has Engine tachometers, Shaft tachometers, Direction of
rotation indicators, Clutch engaged signal, Start /Stop buttons, Engine fault indicator lamp, Audible
fault alarm and control levers mounted and wired to a terminal box. The system can be expanded
to include additional VDU stations (an additional DPU is required for each VDU); a data logger and
a modem can be used to transmit information to a central remote control station.

CONTROL AND MONITORING INTERFACE.

Should there be a reason for not using the Paxman system the engine can be supplied with the
wiring loom terminated either in a terminal box or wired to multi pin plugs and sockets. The Viking
actuator and controller can be used to provide speed control and additional functions as previously
described. If the Viking equipment is not acceptable then the control system used must
incorporate the logic necessary to start and stop the engine in the approved sequence.

NOTE!. ALL connecting wiring to the governor and monitoring system must be screened
and the screening earthed. (Joins in the screen cable should be kept to a minimum) Control
and monitoring equipment wiring must be routed away from the power cables (minimum
distance 300 mm), where wiring crosses power cables it must do so at 90O.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 4.1
CHAPTER 4

GEARBOXES.

REVERSE REDUCTION GEARBOXES.

The following description applies to the products of Reintjes, ZF and similar gearboxes.

Normally used with fixed pitch propellers the basic gearbox consists of three main shafts
carried in an aluminium housing. The input shaft is located directly above the main shaft with
the reversing shaft offset to one side. The input and reversing shafts carry multi-plate
hydraulically operated clutches, primary gears and secondary gears. The input gear and the
reversing gear are in constant mesh with one another, both secondary gears are in constant
mesh with the output shaft gear. When the ‘ahead’ clutch is engaged the input shaft directly
drives the output shaft, which results in counter engine rotation. When the reversing shaft
clutch is engaged the input shaft drives the reversing shaft primary gear, which is now
locked to its secondary gear, which in turn drives the output shaft in the same direction as
the engine. This type of gear is simple, efficient, lightweight and reliable. There are
limitations in the gear ratios obtainable and ZF gears overcome this by adding an additional
pair of gears to the input side thus increasing the range of ratios available and reducing the
vertical displacement of the two shafts. There is a weight penalty and a reduction in
efficiency as a result. The BWK designation boxes use this arrangement to give a coaxial
disposition of the input and output shafts.

There is a wide range of ancillary equipment available to enhance the performance of the
basic gearbox, typically these are:

Trailing pumps, Trunnion type flexible mounts, Trolling valves (enabling the clutch to slip at
low speeds for loitering or manoeuvring), Power inputs, Power take-offs and a variety of
monitoring equipment. Paxman technical staff will assist with selection of the best
arrangement for any specific application.

Care must be taken where Classification is required to ensure that the gearbox is correctly
sized according to the rules of the Classification Society involved.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 4.2.
CHAPTER 4.

TYPICAL GEARBOXES

Layout of ZF BW.1555 Gearbox for use with 18VP185 Engine.

Drawing No.2000A045

Layout of Reintjes WVS.2230 Gearbox for use with 18VP185 Engine.

Drawing No. 2000A044.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 4.3
CHAPTER 4

STANDARD PROPULSION ARRANGEMENT.

Two typical Standard Propulsion Arrangement Drawings are shown overleaf.

18VP185 Engine with ZF. BW.1555 Gearbox: Drawing No. 98A06.

18VP185 Engine with Reintjes WVS 2230 Gearbox: Drawing No. 2000A014.
 18VP185 SHIP DESIGNERS’ GUIDE.
Page. 4.4.
CHAPTER 4.

PROPELLER DRIVES.
Controllable Pitch Propellers are usually operated hydraulically and to achieve this an oil
control box is used. This is usually, gearbox mounted. The gearbox should be of simple two
shaft unidirectional design, similar to the three-shaft design, but without the reversing shaft
and gears. The oil control box is mounted on the front face of the box and the output shaft is
drilled to carry the control oil. This operation is carried out during manufacture and the front
face must be machined to suit the control box. It may be necessary to use a short shaft
between gearbox and engine output coupling in order to leave sufficient space for
maintenance between the engine sump and the oil control box.

MULTI ENGINE DRIVES.

There are combining gearboxes available in a variety of configurations allowing “mixes” of
engines to be fitted, e.g. diesel and diesel, diesel and gas turbine, diesel and electric motor,
Paxman can assist in selection of such arrangements.