Siemens Marine Solutions Vessel System Design & Application of Technology For a Responsible and Sustainable Maritime Industrial Sector Hybrid Drives and Application to Arctic Operations. MARITECH - 2009
Premise Marine transport as a major global transport system has been and remains instrumental to globalisation. In order for this Industry to demonstrate: Responsibility for its impact on the sensitive Global Environment, and; a Commitment to its Customers for the Economical, Efficient and Effective delivery of the Transportation role. Page 2 2009 D.H. Bridgen
Premise It must make every effort to innovate and stretch the capabilities of available technology to; - Achieve the most efficient use of hydrocarbon fuels, - Provide least cost/tonne-mile, - Release least emissions possible into the atmosphere and oceans, seas, lakes and rivers of the world, - While delivering the lowest vessel cost to own for a life-cycle which averages in excess of 3 decades. Fortunately, all of these undertakings have a common aspect in that they are positively affected by a focus on Efficiency. Page 3 2009 D.H. Bridgen
Gaseous emissions Stoker s greetings Page 4 2009 D.H. Bridgen
Background Page 5 2009 D.H. Bridgen
Background Page 6 2009 D.H. Bridgen
MCGT Market - Commercial Marine New Orders by Main Shipbuilding Areas China overtakes Japan New Orders by Main Shipbuilding Areas 50,000 45,000 6% 7% 40,000 6% 13% 7% 35,000 30,000 25,000 20,000 15,000 10,000 8% 13% 37% 13% 27% 44% 30% 35% 15% 22% 35% 21% 20% 39% RoW Vietnam India Brazil Russia China Japan South Korea CESA² EU25 5,000 28% 0 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 Q3 2006 Source: CESA 11% 10% 15% 18% 10% Page 7 2009 D.H. Bridgen
What does this mean Globally? More shipping tonnage, growing consistently to feed the needs of the world Suppliers and Consumers, thus More installed horsepower burning ever more hydrocarbons and emitting ever more CO 2.. (remember rate of growth of Marine emissions per previous slides). Page 8 2009 D.H. Bridgen
With what Effect? Page 9 2009 D.H. Bridgen
Technology Application for environmentally friendly shipping There are various ways to reduce vessel emissions. The ones discussed here, deal with optimizing the efficiency of the whole ship (energy) system. This approach is based on the conclusion that if the total installed power can be reduced, the required prime movers can be smaller and operated at better load levels and therefore better efficiencies, and by reducing total kw installed power you will necessarily reduce the amount of fuel burnt under any operating condition. Page 10 2009 D.H. Bridgen
Hybrid Propulsion Definition: Hybrid propulsion is the technical term for propulsion systems which are the combination of a mechanical, and electric propulsion and vessel service system however holistically integrated. Some key indicators for potential Hybrid Propulsion candidates: Large variations in propulsion- and service power demand Max. power demands for prop. and vessel service power systems are not simultaneous The max. service power demand does not justify an all electric concept The propulsion plant is required to satisfy very different operating conditions Significant amount of low propulsion power demand, Page 11 2009 D.H. Bridgen
P [%] Example of a ship propulsion power diagram Power / Speed Relation 100 90 80 70 60 50 40 30 20 10 0 0 10 20 30 40 50 60 70 80 90 100 v [%] Page 12 2009 D.H. Bridgen
Hybrid propulsion Electrical Booster Drive Application Gearbox Converter ~ ~ M ~ ~ ~ ~ ~ ~ Excitation Page 13 2009 D.H. Bridgen
P [%] Example of a ship propulsion power diagram Power / Speed Relation 100 90 Area where both drives are used 80 70 60 50 40 Area where the mechanical drive is used Area where PTO/PTI operation is possible for increased economy and reduced emissions 30 Area where the e-drive can be used 20 10 0 0 10 20 30 40 50 60 70 80 90 100 v [%] Page 14 2009 D.H. Bridgen
Hybrid propulsion Electrical Booster Drive with Waste Heat Recovery System Exhaust gas economiser Ship service steam Power turbine Steam turbine G Ship service power Turbochargers Shaft motor / generator G Aux. engine M/G Main engine G Aux. engine G Aux. engine Frequency control system Page 15 2009 D.H. Bridgen
Operating modes shaft motor/generator 1. WHR (generally) A. Motor mode The heat recovery system generates more electrical power than that needed for shipboard service. The surplus electric power can be utilized via a motor/generator to add power to the propeller shaft. B. Alternator mode The heat recovery system generates less power than is needed for shipboard service. The shortfall in electrical power is generated by the motor / generator system. C. Booster mode The propulsion power demands exceeds the main engine MCR. The motor / generator system acts as motor with the required electrical power being generated by the heat recovery system and the auxiliary engines. D. Optional operating mode - Emergency propulsion The main engine is disconnected from the propeller shaft. The ship is propelled by the shaft motor with power supplied from the auxiliary diesel engines. 2. Harsh environment- Operation in Ice- condition E. Booster mode, ice Additional torque demands, even transients are covered in all speed conditions (ice- milling). Page 16 2009 D.H. Bridgen
P [kw] Hybrid Propulsion Power Requirements with a special view to operation in ice Power Requirement 20000 Torque Requirement Combined Torque Output Characteristic Combined Power Output Characteristic 15000 10000 DBR speed limit P free sailing P ice cond. FSIR DP required for ice operation (5kn) 5000 Performance based on a 8 cyl. 2-stroke Diesel Engine 0 0 20 40 60 80 100 120 140 n [1/min] Page 17 2009 D.H. Bridgen
T [knm] Hybrid Propulsion Power Requirements with a special view to operation in ice Power Requirement Torque Requirement Combined Torque Output Characteristic Combined Power Output Characteristic 1500 1000 500 max. Eng. Torque Torque req., free sailing Torque req., Ice cond. acc FSIR DT required for ice operation Performance based on an 8 cyl. 2-stroke Diesel Engine 0 0 20 40 60 80 100 120 140 n [1/min] Page 18 2009 D.H. Bridgen
T [knm] Hybrid Propulsion Power Requirements with a special view to operation in ice Power Requirement Torque Requirement Combined Torque Output Characteristic 2000 1500 max. Eng. Torque Torque Req., free sailing Torque req., Ice Cond. Acc. FSIR Torque Booster-Motor Torque, combined mode Combined Power Output Characteristic 1000 500 Performance based on an 8 cyl. 2-stroke Diesel Engine 0 0 20 40 60 80 100 120 140 n [1/min] Page 19 2009 D.H. Bridgen
P [kw] Hybrid Propulsion Power Requirements with a special view to operation in ice Power Requirement 25000 Torque Requirement Combined Torque Output Characteristic 20000 DBR P free sailing P ice cond. FSIR Power, combined mode P, Booster-Motor Generator power Combined Power Output Characteristic 15000 10000 Booster power 5000 0 0 20 40 60 80 100 120 140 n [1/min] Page 20 2009 D.H. Bridgen
Efficiency improvement Standard Engine Heat Balance RTA96C Engine ISO conditions, 100% load with Heat Recovery Total 54.9% Engine efficiency improvement with heat recovery = 54.9 / 49.3 = 11.4% Page 21 2009 D.H. Bridgen
Hybrid Propulsion Performance, Machinery Weight and Volume for operation in ice 8 cyl. 2-stroke engine e.g. 620 Bore 7 cyl. 2-stroke engine e.g. 720 Bore P= 15995 kw n= 115 rpm m= 480 to L= 9,8 m b= 3,6 m H= 10,6 m (incl. Crankcase) V= 370 m3 P= 21560 kw n= 100 rpm m= 640 to (133%) L= 10,1 m b= 4,0 m H= 12,3 m (incl. Crankcase) V= 504 m3 (136%) Additional Equipment E-Machine ~ 25 to Converter ~ 5 to Trafo ~ 7 to (~ 2 MWe from service power) S ~ 37 to Weight savings [t] Additional Equipment (full service power generation) 640 (480+37) = 123 Page 22 2009 D.H. Bridgen
Net present value ($) Waste Heat Recovery System Payback Analysis Expected pay-back time 30'000'000 25'000'000 20'000'000 15'000'000 10'000'000 5'000'000 0 0 5 10 15 20 years 250 $/t HFO 250 $/t HFO 300 $/t HFO Investment Page 23 2009 D.H. Bridgen
DC- Link Bus Configuration example Hybrid version 80 kw G 30 kw M1 For a small Tug, Ferry, Fishing Vessel or Yacht, instead of a relatively large propulsion engine consider hybrid. Hotel Bat 145 kw 30 kw M2 145 kw Page 30 2009 D.H. Bridgen
Hybrid Version Energy Flow (1/2) DG EM 1 Battery-Mode for Bat DM 1 limited time EM 2 Hotel DM 2 Electrical power from Batteries to Hotel and Propulsion load (e.g.: at anchor, loitering in harbour, manoeuvring or at slow speed) DG Bat EM 1 DM 1 Elektro-Mode continuous + Battery loading Hotel EM 2 DM 2 Power from Harbour Generator charging batteries, supplying hotel load and propulsion motors for moderate speed operations (Cruising). Page 31 2009 D.H. Bridgen
Hybrid Version Energy Flow (2/2) DG Bat Hotel EM 1 DM 1 EM 2 DM 2 Diesel-Mode 2 x 179 kw + Battery loading / Hotel Power from Propulsion Diesels, driving geared generator which charges batteries and supplies hotel load, while propelling vessel at high speed. DG Bat Hotel EM 1 DM 1 EM 2 DM 2 Hybrid-Mode 2 x 179 kw + 2 x 30 kw Propulsion diesels propelling vessel (Maximum speed) with additional power from geared motors (PTI), which receive electrical power from Vessel Service Generator. Page 32 2009 D.H. Bridgen
Shaft-Power [kw] Shaft Torque [Nm] Hybrid Version System Characteristics By combining electrical with mechanical power, maximum speed can be achieved with reduced propulsion diesel size 250,0 200,0 Shaft- Power, req. DMode- Power, avail. HyPower, avail. EM-power avail. Shaft- Torque, req. DMode-Torque, avail. HyMode Torque avail. EM-torque, avail. 2000 1800 1600 1400 Hybrid Mode Power Propeller Torque Propeller 150,0 1200 1000 Diesel Mode 100,0 800 600 50,0 400 200 Electro Mode 0,0 0 0 200 400 600 800 1000 1200 1400 shaft-speed [rpm] The electric power to the shaft depends on the hydrodynamic limits of the ship Page 33 2009 D.H. Bridgen
Hybrid Version Speed Calculation Example Planing Hull 29 kn Hybrid Mode 23 kn Diesel Mode ~8 kn Electro Mode Page 34 2009 D.H. Bridgen
Economy / Ecology fits perfect Higher efficiency = Lower emissions in general Technology Emission scenario Fuel Savings Status Waste heat recovery WHRS, TES 8-11% on standard Engine tuning 8-11% Available approved Page 35 2009 D.H. Bridgen
Summary Hybrid Propulsion Concepts 1(2) Advantages of Hybrid Propulsion Concepts : Optimization of the total installed Power (Prime Mover) Optimized Load Balancing and power management of E-Service Network and Propulsive Power increasing overall powerplant efficiency Minimized Life Cycle Costs Minimized Emissions Means of alternative propulsion by installation of additional clutch Enhanced performance ship propulsion in ice Higher reliability and Availability by elimination of serial failure sequences (e. g. gear) Higher flexibility in allocation and distribution of power sources and consumers Retrofitting in general unproblematic Page 36 2009 D.H. Bridgen
Current Hybrid Example Page 37 2009 D.H. Bridgen
EXAMPLE illustration only Improvement of industrial motor driven systems Key features Environmental value The industrial motor driven system consists of a machine (e.g. pump/compressor/air fan system), driven by an energy saving motor and frequency converter Since machines are used to be mainly driven in partial load during their life time, a concept of system potential analysis requiring the application of drive technology leads to major energy savings Energy saving potential per year EU 25: 43 TWh = 19 Mio. t CO2, World estimated: 130 TWh = 57 Mio t CO2 Energy saving up to 50% in industrial motor driven systems Customer value Lower energy consumption Reduction of operating costs Less environmental damage Compliance to legal directives Production and quality improvement Page 38 2009 D.H. Bridgen
Impact of Speed reduction on Induction Motor Power Consumption. Page 39 2009 D.H. Bridgen
Technology is contributing Specific and important single and patent-families GJ 06/07 : Propulsion Systems: 230 patents G High Temperature Superconducting: 39 patents Future naval surface vessels: 73 patents Fuel-Cell Systems: 172 patents Special Vessels: Page 40 2009 D.H. Bridgen
4.5 MW HTS High Torque Propulsion Motor First feasibility study: Conventional Motor by comparison HTS Motor 318kNm Torque 366kNm (incl. Reserve) 53t, 62m³ Weight, Volume ca. 38t, 38m³ 250kW, 94% Losses, Efficiency ca.190kw, 96% Page 41 2009 D.H. Bridgen
What is required? Customer focus on cost to own Customer ability to commit to Operating Profile Freedom for Designers to focus on vessel Power as one System. Page 42 2009 D.H. Bridgen
Thank you for your attention Doug Bridgen Siemens Marine Solutions Siemens Canada Limited 89 O Leary Avenue St. John s, NL Phone: (709) 722-&282 Fax: (709) 722-1053 E-mail: doug.bridgen@siemens.com Page 43 2009 D.H. Bridgen