insightful view to hybrid propulsion
DESCRIPTION
The recent trend in fuel prices together with tightened environmental regulations have made the machinery choice everything but obvious in many newbuilding projects. If you are interested about hybrid propulsion, check out Deltamarin’s Esa Jokioinen’s presentation at Marine Propulsion conference in London 7-8 March 2013. The presentation shows a case example of a ferry where feasibility of three alternative machinery arrangements, diesel-electric, mechanic and hybrid are examined. The example shows that hybrid machinery configuration can be the most optimal solution in certain projects, and also that when the design criteria of today is considered, the commonly known rules of thumb are not always valid.TRANSCRIPT
Insightful view of hybrid propulsion
8.3.2013
About the Company
> Design and engineering company, established 1990
> More than 400 experts in seven different countries – Finland, Poland, Croatia, China,
Brazil, Malaysia, Monaco
> All design phases – all disciplines
> From small projects up to complete design packages
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Changing environment calls for flexibility
Safe Return to Port MARPOL ANNEX VI Sl
ow St
eam
ing
The Energy Efficiency Design Index
SOx
Scrubber
SEEMP
Redu
ndan
cy
Resale Value CO2
Open Loop Selective Catalytic Reaction
NOx ECA BW
TS LN
G
DesignSpeed
PM
Methane Slip EPA
SAFETY Market Based Measures
IMO
MGO €
RPS
JIT
LSHFO
RMA
BIOFUEL
SPEED PROFILE
MODA
L SH
IFT SULPHUR Cost Savings ILO
EMISSION
FUEL
EEOI SAVESAVESAVE
MARGIN
ROUTE OPTIMIZATION MEPC
SHORE POWER $
REDUCE
LAYUP
ALTERNATIVE FUEL
Competition TIME
money
savin
gs
$
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Case study
> Ferry LOA ~170m
> Safe Return to Port
> Design speed 18.5 kn
> Operation speed ~16.5 kn
Port A
Port B
Tot = 70 nm
Max 10kn
16.5 kn at sea
Max 10kn
24h
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A – Mechanic
Pb = 19.6 MW
G
G G
G
B – Electric
Pb = 17.4 MW
M
M
G
G
G G
Machinery alternatives
G
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C – Hybrid
Pb = 19.6 MW
G
G
Machinery alternatives
G
LV SB
G/M
~ -
G
LV SB
G G
G/M
~ -
M M M
BOW THRUSTER
BOW THRUSTER
STERN THRUSTER
GENERATOR ENGINE 1
GENERATOR ENGINE 2
GENERATOR ENGINE 3
PTO/PTI
PTO/PTI
MSB MSB
PTO/PTI 2 PTO/PTI 1
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Operation modes of the hybrid system
Electric
Combinator-PTO
Mechanic
Booster
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Key benefits
> Operational flexibility – Mechanical mode
– Electric mode
– Combinator mode
– PTI boosted operation mode for max speed
> Power margins and redundancy – Built only once into the system
– Depending on the requirements, may result in smallest installed power
Port A
Port B
Hybrid: Combinator
Mechanic: Fixed RPM
A) base case:
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Economical comparison (A)
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B) what if we diversify the operation profile?
Port A
Port B 10kn
18.5kn
10kn
14.5kn
14.5kn
> Investment cost remains unchanged, only adjustment of the operation profile
> Added 14.5kn legs, total about 40% of voyage
> Need to speed up at sea to speed of 18.5kn to keep the schedule
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Economical comparison (B)
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C) what if there are other additional requirements, like…
> Ship designed for trial speed of 20kn
> All engine overhaul during normal operation
> Operation profile as earlier with 14.5kn and 18.5kn
> ECA area, S<0.1% & Tier III LNG fuel
PTI for power margin
PTI for abnormal conditions
€/kW increases
need for operational flexibility
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Economical comparison (C)
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Conclusions
> Higher first cost can be balanced out by redundancy and flexibility requirements
> Hybrid machinery solutions have an attractive operation cost when operation profile is diverse
> Fuel and machinery configuration selection should not be disconnected from each other
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