8 th AVL Large Engines Techdays Fusion of Hybrid and LNG

Transcription

1 8 th AVL Large Engines Techdays Fusion of Hybrid and LNG April 11, 2018 TORU MOTODA Marine Engineering Group Engineering & Technology Center Niigata Power Systems Co.,Ltd. 1

2 Contents 1. Niigata Power Systems 2. Hybrid Tug 3. LNG Tug 4. Fusion of Hybrid and LNG 5. Autonomous Ship 6. Conclusion 2

3 Contents 1. Niigata Power Systems 2. Hybrid Tug 3. LNG Tug 4. Fusion of Hybrid and LNG 5. Autonomous Ship 6. Conclusion Headquarter of Niigata Power System in Tokyo 3

4 Niigata Power Systems 1/2 Gas Engine Dual Fuel Engine Diesel Engine for Land Gas Turbine Diesel Engine for Marine Z-PELLER Azimuth Thruster 4

5 Niigata Power Systems 2/2 Niigata has already prepared the marine propulsion systems in order to meet with IMO Tier-III regulation. - Diesel engine + SCR systems - Gas engine for marine Furthermore, the ecology systems has been developed. - Diesel hybrid system with/without battery - Diesel electrical propulsion 5

6 Contents 1. Niigata Power Systems 2. Hybrid Tug 3. LNG Tug 4. Fusion of Hybrid and LNG 5. Autonomous Ship 6. Conclusion 6

7 Niigata Hybrid System Niigata Hybrid System 2 types of hybrid tugboats are operating at Yokohama in Japan and Niigata Hybrid systems are installed in both vessels. The system is different as follows. Case 1. Plug-in hybrid propulsion with battery Case 2. Hybrid propulsion without battery 7

8 Plug-in Hybrid 1/2 Case 1 Plug-in HB Propulsion with Battery Motor/Generator 294kW Main Engine 1324kW Li Battery 150kWh x 2sets Inverter Z-peller 1618kW Aux.Generator 400kW Active Filter Main Engine 1324kW +Motor/Generator 294kW = 1618kW Two shafts configuration 3236kW 8

9 Plug-in Hybrid 2/2 Case 1 Plug-in HB Propulsion with Battery Reference: Wing Maritime Service Corporation website The first Hybrid Tugboat in Japan : In service since March 2013 Result Fuel - 32%, CO 2-27%* *CO 2 emission of plug-in included 9

10 Without Battery 1/2 Case 2 HB Propulsion without Battery Inverter Main Engine 1324kW Motor 294kW Aux.Generator 808kW Z-peller 1618kW Main Engine 1324kW +Motor 294kW =1618kW Two shafts configuration 3236kW 10

11 Without Battery 2/2 Case 2 HB Propulsion without Battery Reference: Tokyo Kisen website In service since October 2013 Result Fuel - 15%, CO 2-15% 11

12 Hybrid Tug Summary Summary (1) It has been confirmed the fuel consumption and CO2 emission of Niigata Hybrid system has been able to achieve 15% or more reduction compared with a conventional system. (2) It is possible to offer the suitable hybrid system for each application according to Niigata's experience of 2 types of hybrid tugboats in Japan. * In detail report, refer to the paper of 7th AVL Large Engines Techdays

13 Contents 1. Niigata Power Systems 2. Hybrid Tug 3. LNG Tug 4. Fusion of Hybrid and LNG 5. Autonomous Ship 6. Conclusion 13

14 Advantage of Gas Engine in Environment Fuel Advantage of Gas Engine Combustion DE GE Reference: IEA / Natural Gas Prospects to 2010 (1986) Gas engine has a great advantage for environmental protection Compression ratio : DE > GE Combustion temp. : DE > GE Thermal NOx : DE > GE DE: Diesel engine GE: Gas engine 14

15 28AHX-DF 1/3 28AHX-DF Engine Specification Item Output Combustion system B.M.E.P Fuel gas Ignition fuel oil Specification 1920 kw / 800 min -1 (6L) 2560 kw / 800 min -1 (8L) 2880 kw / 800 min -1 (9L) Micro-pilot ignition lean-burn system 2.0 MPa Vaperized LNG Marine diesel oil (MDO) 15

16 28AHX-DF 2/3 28AHX-DF Engine Operation Pattern Idle operation Can keep GE 100% load Change over Load 100% Mode Idle Stop GE DE Change over DE to GE Before stop GE to DE 16

17 28AHX-DF Engine Test Result Simulation of harbor tugboat operation AHX-DF 3/3 Engine speed [min-1] Diesel mode Gas mode The load acceleration of operation time was almost same as diesel and gas mode Elapsed time [min] The quick response of gas mode was realized almost same as diesel mode. 17

18 LNG Tugboat Project in Japan Reference: Wing Maritime Service Corporation website Japan Project 1/2 Delivery Two sets of 6L28AHX-DF delivered in January 2015 Ship name : SAKIGAGE ( 魁 ) Tonnage : 272 G/T Rated power : 3236 kw (750 min -1, 1618 kw x 2) Speed : 14.1 knot Working Area : Tokyo bay (Yokohama & Kawasaki) Z-Peller : NIIGATA ZP-31 (FPP: Fixed Pitch Propeller) Bollard Pull : 55 ton at MCR Commercial operation Started as Japanese first LNG fueled Tugboat in September

19 Japan Project 2/2 Operation Pattern of LNG Tug Changeover from gas to diesel in actual tug operation was observed 90 Knocking detected 80 & Changeover occurred Speed The 0 changeover due to unexpected cylinder pressure rise was observed at quick load change. 400 The load change 600 was much quicker than expected. Load 19

20 Improvement 1/2 Optimization of various parameters for transient operation from DoE (Design of Experiment) tests. Actual operation data was also taken into consideration. 1. Optimization of air/fuel ratio control - Charge air pressure - Fuel gas supply pressure - Intake Valve Closing Timing 2. Optimization of common rail control - Rail pressure for micro-pilot injection - Injection quantity - Injection timing 3. Optimization of parameters for each control - Feedforward control for certain parameters to compensate for disturbances - Multiple PID settings for different operating situation - Delay timers and threshold values 20

21 Improvement 2/2 Operation Pattern of LNG Tug 3D parameter map optimization basic maps & DoE Propeller curve λ : Calculated air/fuel ratio After further optimization, operation range of gas mode expanded approx. 20%. Every setting and parameter was combined appropriately according to different condition of transient operation. 21

22 LNG Tug Summary Summary 1. GE(gas mode) of 28AHX-DF can operate almost same as DE(diesel mode). And it is possible to install it in the harbor tug boat which requires the quick response and hard operation AHX-DF can operate by the GE mode steady and it is possible to change GE and DE mode at the all load range AHX-DF can couple with the direct fixed pitch propellers. 22

23 Contents 1. Niigata Power Systems 2. Hybrid Tug 3. LNG Tug 4. Fusion of Hybrid and LNG 5. Autonomous Ship 6. Conclusion 23

24 Fusion of Hybrid and LNG Ultimate Vessel Niigata has launched the hybrid propulsion system and dual-fuel propulsion system to market. Both of them are the first environmental technologies used for marine propulsion systems in Japan. If the hybrid system and dual fuel system are merged, it is possible to prepare the lowest emission vessel in the world. And the weak point of gas engine will be supported by the motor assist. Reduce FOC and CO2 Z-peller Reduce NOx G as and E ngine SOx HYBRID SYSTEM LNG Tank DUAL FUEL SYSTEM 24

25 Ultimate Vessel 1/4 Challenge of Ultimate Vessel It is necessary to clear the tasks in order to release the ultimate tugboat. 1. Initial cost 2. Machinery space 3. Power charging and LNG bunkering 25

26 Challenge of Ultimate Vessel 1. Initial cost 2. Machinery space 3. Power charging and LNG bunkering Inverter Ultimate Vessel 2/4 Starter The new concept hybrid system is developing by Niigata in order to reduce the cost. Motor Full Slipping Clutch Motor or Propeller Main Engine Motor Slip Gear Hybrid System * Patent applied Engine Planetary Gear Hybrid System * Patent applied 26

27 1. Initial cost 2. Machinery space 3. Power charging and LNG bunkering Ultimate Vessel 3/4 Challenge of Ultimate Vessel It is possible to reduce the machinery space by adopting the non battery HB propulsion and mounting LNG tank on the deck. Reference: Straits Times website 27

28 Ultimate Vessel 4/4 Challenge of Ultimate Vessel 1. Initial cost 2. Machinery space 3. Power charging and LNG bunkering It is necessary to develop and expand the port infrastructure. 28

29 Fusion of Hybrid and LNG Summary 1. If some challenges are cleared, the ultimate vessel will be able to be released. 2. The weak point (Knocking and Misfire)of gas engine will be supported by the hybrid system. 3. However, it is necessary to estimate and do the simulation each case and system and find best solution. MOREOVER If it is possible to adopt the autonomous technology, the ultimate vessel will be more evolved! 29

30 Contents 1. Niigata Power Systems 2. Hybrid Tug 3. LNG Tug 4. Fusion of Hybrid and LNG 5. Autonomous Ship 6. Conclusion 30

31 Autonomous Ship 1/4 Definition of Autonomous Ship The vessel with Next generation modular control systems and communications technology will enable wireless monitoring and control functions both on and off board. These will include advanced decision support systems to provide a capability to operate ships remotely under semi or fully autonomous control. Reference: Rolls Royce Website Reference: Water Borne TP VISION

32 Autonomous Ship 2/4 Expected advantages of Autonomous Ship 1. Improvement of safety > Extermination of human error 2. Reduce cost > Save the labor cost, the portage, the fuel cost 3. Manpower saving > Improvement for an aging and shortage of operator 4. Reduce environmental impact > Realization of the energy-saving navigation 32

33 Autonomous Ship 3/4 Energy- Saving Navigation Motor Start Hybrid Mode Engine Main Engine Stop According to our research, we found the fuel consumption of vessel was different depending on the operators skill even if same specifications. So if the engine, steering and mode change selection for hybrid are controlled by the autonomous system as best choice, the energy saving navigation will be possible. Reduce the operation cost and the environmental impact! 33

34 Autonomous Ship 4/4 Risk of of Autonomous Ship HOWEVER Development must exist together for the safety in order to get rid of the risk. Reference: ABC news website 34

35 Contents 1. Niigata Power Systems 2. Hybrid Tug 3. LNG Tug 4. Fusion of Hybrid and LNG 5. Autonomous Ship 6. Conclusion 35

36 Conclusion 1. Hybrid tugboat system can reduce the fuel consumption. 2. LNG tugboat with 28AHX-DF can operate almost the same as a conventional diesel tugboat even if the propulsion is FPP. 3. The ultimate tugboat will be released if the hybrid and LNG technology are fused. 4. The operation cost and the environmental impact of ultimate tugboat will be more reduced by the autonomous control. 5. Safety is the first always! 36

37 Thank you for your attention! - Hybrid System - This study has been conducted Ocean Policy Research Foundation (Ship & Ocean Foundation) for their cooperation. The authors would also like to thank the Nippon Kaiji Kyokai (Class NK) and Nippon Yusen Kabushiki Kaisha group, Tokyokisen Kabushiki Kaisha for providing information on this study. - Dual Fuel Engine - The Dual Fuel marine propulsion engine 28AHX-DF introduced today uses part of technology from the research development which was selected as a supported project of Research project of CO2 reduction from marine vessels by Ministry of Land, Infrastructure, Transport and Tourism, selected as a supported project by Nippon Kaiji Kyoukai (Class NK), selected as a joint research with Japan Ship Technology research association and financially supported by the NIPPON Foundation. NIIGATA expresses sincere appreciation to these associations and foundation. 37