Electric and hybrid_marine_world_expo_patrick_baan_062014

Doc.ID: Revision: Status:© Wärtsilä33/
THE BENEFITS OF HYBRID
PROPULSION AND ELECTRIFICATION
FOR VESSEL OWNERS
WÄRTSILÄ CORPORATION
PATRICK BAAN
24.06.2014
6/27/2014 The benefits of hybrid propulsion and electrification1

Content
• Scope
• Power management in normal operation
• DP operations
• Integrated control combining multiple systems
• Opportunities of peak shaving
• Future outlook
• Conclusions

The most complete marine offering on earth
The benefits of hybrid propulsion and electrification3 6/27/2014

Electric Propulsion – Our achievements
Increased
Energy Efficiency
Redundancy and Reliability
Safety

Mechanical transmission
• Mechanical transmission has highest efficiency,
• But steel shaft is too rigid for demanding applications

Electric transmission
• Electric tranmission has more components
• But provides greater flexability
Is the extra “complexity” worth the flexability?
6/27/2014 The benefits of hybrid propulsion and electrification
PMS
Power Management
System
GEN
POWER DRIVE
Frequency
Converter
Motor
Engine
6

Benefits of a common power system
• Power supply and consumers connected to a common
system
• Power supply can be easily connected and disconnected
based on needs
• Consumers can be easily connected and disconnected
based on needs
• Consumers are controlled independent from power supplies
• Power management system can prioritise consumers to
which power is available

Common power sytems
Mechanic like “first industrial
revolution”
Complex and
costly to build
and control
Pneumatic Widely used for
workshop tools. “spill”
not harmfull, easy
connections
Low energy
transmission
efficiency
Hydraulic Used for linear motors
like in earth moving
machinery, propellor
blades.
Low energy
transmission
efficiency.
Electric Very commonly used in
many applications.
Very good control
possibilities;
8

170
175
180
185
190
195
200
205
210
0 25 50 75 100
Sfecificconsumption[g/kWh]
Engine load [% of MCR]
Fuel cons (specific)
Fuel consumption diesel engine
y = 0,0222x2 + 9,0953x + 126,01
R² = 0,9977
y = 0,0235x2 + 8,371x + 183,58
R² = 0,9955
0
200
400
600
800
1000
1200
1400
0 25 50 75 100
Fuelconsumption[kg/h]
Engine load [% of MCR]
Fuel cons (absolute)
Y=A*X + B
 Least possible engines running gives lowest fuel
consumption

Scalable power system
Totalefficiency
Load
Totalefficiency
Load
Thermal engine
SFOC
Output
Totalefficiency
Load
Total vessel
10 6/27/2014 The benefits of hybrid propulsion and electrification

An avarage winter day at Northsea

Measured load variations – mechanical propulsion – Bit Viking
12
4 m significant wave height (about “average” conditions at North sea in
Winter)
148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166
0.7
0.75
0.8
0.85
0.9
0.95
1
Torque,Speed[perunit]
Time [s]
Bit Viking 15-10-07
0.96
0.98
1
Torque
Engine speed

Electrical versus mechanical propulsion at sea
Wärtsilä Electrical propulsion:
Can be operated in power control for
the propulsor motors:
– Load fluctuations from propulsor
“absorbed” by fluctuations in propulsor
rpm
– Vessel mass used as energy storage
– Load fluctuations to the common power
system limited
– Higher average load can be maintained
– “stationary” fuel consumption
– “stationary” emissions
– Smooth operation of thermal engine
Mechanical propulsion: Control system
regulates the speed of the engines
– Changes in torque demand to be
controlled within limited speed window
to avoid over-/ under speed and ensure
engine can deliver enough power
– High load fluctuations exposed to entire
drive train
– Risk for surge of turbocharger
– Load peaks to be within engine
capability  Avarage load well below
max power
– Increased fuel consumption
– Increased emissions
– Risk to stall gas engine or trip to diesel

Thermal engines
Change in load
1. Increase amount of fuel
2. Warmer air
3. More mechanical power produced
4. In case of dynamic loading amount of fuel is already
reduced before full power potential reached
 Higher exhaust gas temperature
Increased NOx emissions
Increased amount of unburned fuel in ottocycle engine

Gas engines (otto cycle)
• Lean burn otto cycle
gas preferred choice
because of lowest
emissions
NG in Lean
burn otto cycle
HFO Diesel
cycle
0
10
20
30
40
50
60
70
80
90
100
CO2
NOx
SOx
Particulates
Emissionsvalue[%]
- 85 %
- 25 %
15

Lean burn otto cycle combustion
20
16
12
8
4
0.6 1.0 1.4 1.8 2.2 2.6
Operating
window
Thermalefficiency[%]
NOxemissions[g/kWh]
BMEP[bar]
Air / Fuel ratio
Knocking
Misfiring
0.8 1.2 1.6 2.0 2.4
6
10
14
18
22
Optimum performance
for all cylinders

Lean burn otto cycle- dynamic operation
6/27/2014
Air/fuel ratio
Knocking
Torque
Misfiring
Fast control system required to keep gas engine going closest to
optimum
The benefits of hybrid propulsion and electrification17

DP operation

DP capability – LLC benefit
• During critical
operations remaining
capability in case of
failure occurs has to
be enough for
required conditons!

Wärtsilä Low Loss Concept (LLC)
•4 splitt distribution
system
•Each drive fed from
2 busses
•Two 30-degrees
phase-shifted
generator lines to
cancel THD below
8%
•No electrical losses
in input transformers

DP operation in calm weather

Wartsila LLC hybrid
• In DP operation limited / no possability for the power
management system to compensate the dynamic loadings
from the propulsors with the other power consumers
• To provide the required redundancy in DP operation at least
n+1 gensets are to be in operation
• Sufficient power needs to be available to handle the peaks
– The result is low load and dynamic operation
• Similar situation in case of active heavy compensation

DP operation – gas engine example
Typical area for
redundant
operations (even
with LLC)
Load %
Efficiency%
0 10 20 30 40 50 60 70 80 90
45
40
35
30
25
20

DP operation – gas engine example
Load %
Efficiency%
0 10 20 30 40 50 60 70 80 90
45
40
35
30
25
20
Batteries increase
load of running
genset and
smoothen load
demand in DP
operation

Wäartsila LLC Hybrid - peakshaving
6/27/2014
Thruster load
Engine power
Battery power
25 The benefits of hybrid propulsion and electrification

Wärtsilä LLC hybrid
• Batteries to provide the “spare” power in case genset is shut
down  Less gensets can be in operation.
Running gensets are operated at higher load
• Batteries to take the dynamics avaraging the power required
from the gensets.
• Instant loading capability of the batteries greatly improve the
dynamic performance of the system for enhanced safety

Keep it under control
• Increased complexity of the power sytems made managable
with integrated automation systems
• New and lower cost of sensors enable to have better
informaton to support decissions of the operator
• New sensors and processing technologies enable for better
condition monitoring and failure prevention warnings
• An integrated bridge provides all navigational information
through common user interface using multifunctional
navigation workstations.
• Wartsila control and communication centre makes the next
step by integrating navigation with the vessel control

3C The intelligent integration platform
Multifunction displays: all information easy
available to support the master in making
his decisions

ECDIS
CONNING
RADAR
ECDIS
CONNING
RADAR
ECDIS
CONNING
RADAR
GATEWAY
WÄRTSILÄ INTEGRATED AUTOMATION
RAYTHEON SYNAPSIS INTEGRATED NAVIGATION
Multifunction Stations

3. ECOmeter2. Weather routing
1. Route planning
on ECDIS
Performance
optimization 4. Optimized Route plan
5. Speed Pilot6. Execution
Performance optimization

What’s next
1. Self controlling redundant systems will gradually replace
decission support systems and human decission
2. Ship’s without technical crew, only humans for navigation
3. Remotely navigated vessels
4. Self navigating vessels
• Reduced crew and crew-less vessels offer opportunities to
improve vessel efficiency further:
– No/less accommodation needed freeing up space for ship's industrial
mission
– No/less power needed to support the human wellbeing which reduces
overall energy consumption
– Number of day’s at sea can be increased more freely enabling slower
steaming

CONCLUSION
Mechanical transmission has the highest efficiency, but
electric and hybrid propulsion can result in better overall
system performance by utilising thermal engines at their
best:
– Electric transmission gives highest flexability to minimize partload
– Common power system increases redundancy
– Power control reduces the dynamics requires from the gensets
– Power management system prioritizes the available power
amongs the users
– Batteries will shave the peak load in case of dynamic loading
– Batteries replace low load running gensets
– Yes, it’s worth it!

Patrick Baan
+39 335 776 35 69
patrick.baan@wartsila.com
www.wartsila.com
Thank you.

Electric and hybrid_marine_world_expo_patrick_baan_062014

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