Hybrid Marine Propulsion Systems SNAME December 7, 2011 Aspin Kemp - - PowerPoint PPT Presentation

Hybrid Marine Propulsion Systems

SNAME – December 7, 2011

Aspin Kemp & Associates

A Canadian based company specializing in the design and development of power, propulsion and control systems - primarily in the marine and offshore oil and gas industries. Designed and manufactured the world’s first hybrid tug. Developers of the Advanced Generator Protection (AGP) system. Operate a manufacturing and R&D facility in PEI with complete test lab and training facilities.

AKA - PRINCE EDWARD ISLAND AKA - ONTARIO

Can Going Green Save you Green?

• Most efforts to green operations have

increased costs….without payback.

• From a strictly “money” perspective,

many things that were good for the environment - were bad for the budget:

– Ultra-Low Sulphur Diesel – Post Combustion Technologies – OWS – Etc

Can Going Green Save you Green?

• Technologies that have made a

difference and have provided a payback?

– Hull/Propeller Design – Advanced Hull Coatings – Diesel Electric (application specific) – Hybrid (application specific) – Cold Ironing (Shore Power) – Advanced Storage – Heat Recovery

A Green Dolphin !

Carolyn Dorothy hard at work with Capt. John Strunk in command. Photo credit: Capt. Bob Blair

Foss Maritime’s Carolyn Dorothy – The World’s First Hybrid Tug

Definition & Definition & Schematic Diagrams Schematic Diagrams

Defining Hybrid

Typically includes:

– transmission of mechanical, mechanical-electrical and electrical power for propulsion; – electrical, chemical and/or mechanical energy storage to absorb excess power developed and to allow it to be re- used later in the operational duty cycle; and – a power transmission configuration and control system capable of maximizing the vessel's efficiency at multiple points on its duty cycle.

a propulsion system which incorporates combination of energy storage and/or drive line configurations to reduce or eliminate the low efficiency operation of combustion engines.

A propulsion system which incorporates a combination of drive line configurations, an energy management system, and/or energy storage to reduce or eliminate the low efficiency

• peration of diesel engines.

Conventional Schematic Conventional Schematic

Aux Gen 2 Aux Gen Ship Services Ship Services Main Switchboard Main Engine 1 ASD1 ASD2 Main Engine 2

Diesel Diesel-

• Electric Schematic

Electric Schematic

Gen 2 Gen 1 Ship Services Main Switchboard Motor 1 Motor 2 ASD1 ASD2 Gen 4 Gen 3

Hybrid Schematic Hybrid Schematic

Battery 1 Aux Gen 2 Aux Gen 1 Battery 2 Ship Services Main Switchboard M/G 1 M/G2 ASD1 ASD2 Main Engine 1 Main Engine 2

Duty Cycle Duty Cycle Considerations Considerations

Define and Understand the Duty Cycle

Ride the boat. Interview onboard and shore staff. Talk to the experts. (Ask operational folks what they really want/need.) Analyze all available data. Determine if the vessels need to be operated as they are. (Fast or slow transits?) Use “marine” common sense.

The Tug Problem?

As with other vessel types, tugs need lots of power….but not very often. They are designed for full out…but run there less than 3% of the time….otherwise…they are near idle. In fact…due to lack of flexibility, they usually

• perate in the least efficient part of their range.

Specific fuel consumption “rears its ugly head”.

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

* for a typical marine diesel (2500hp @ 1800 rpm)

specific fuel consumption *

percent of full load

The Hybrid Tug Rationale

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

SFC50

specific fuel consumption *

percent of full load

* for a typical marine diesel (2500hp @ 1800 rpm)

The Hybrid Tug Rationale

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

SFC15

specific fuel consumption *

percent of full load

* for a typical marine diesel (2500hp @ 1800 rpm)

The Hybrid Tug Rationale

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

SFC15 = 1.5xSFC50

percent of full load

specific fuel consumption *

* for a typical marine diesel (2500hp @ 1800 rpm)

The Hybrid Tug Rationale

0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load % of time

Typical harbour tug duty profile*

*data from actual operations, Foss Maritime SoCal

The Hybrid Tug Rationale

0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load % of time

conventional power plant design point

The Hybrid Tug Rationale

0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load % of time

hybrid power plant design points

The Hybrid Tug Rationale

Power Plant Power Plant Implications Implications

Hybrid & Diesel Electric Configurations

From Humble Beginnings!

Detailed System Schematic

Shore Power Aux Gen DC Bus

Port Main Engine

M/G VFD VFD AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G Clutch Clutch Aux Gen DC/DC AFE Batteries/Storage

Conventional Mode (Emergency)

Clutch Clutch Aux Gen Aux Gen DC Bus Shore Power

Port Main Engine

M/G VFD VFD Batteries/Storage AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G DC/DC AFE

Stop Mode

Aux Gen Aux Gen DC Bus

Port Main Engine

M/G VFD VFD AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G Clutch Clutch DC Bus

Port Main Engine

M/G VFD VFD AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G Clutch Clutch Shore Power DC/DC AFE Batteries/Storage Aux Gen Aux Gen

Idle Mode

DC/DC AFE Batteries/Storage Aux Gen Aux Gen DC Bus Shore Power

Port Main Engine

M/G VFD VFD AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G Clutch Clutch

Transit Mode 1

DC/DC AFE Batteries/Storage Aux Gen Aux Gen DC Bus Shore Power

Port Main Engine

M/G VFD VFD AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G Clutch Clutch

Transit Mode 2

DC/DC AFE Batteries/Storage Aux Gen Aux Gen DC Bus Shore Power

Port Main Engine

M/G VFD VFD AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G Clutch Clutch

Assist Mode

Aux Gen Aux Gen DC Bus Shore Power

Port Main Engine

M/G VFD VFD Batteries/Storage AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G DC/DC AFE

Alternative (Single Main Engine) Configuration

DC/DC AFE Batteries/Storage Aux Gen Aux Gen DC Bus Shore Power

Port Main Engine

M/G VFD VFD AC (Vessel Service) Bus AFE AFE Clutch Clutch AFE

Stbd Main Engine

M/G Clutch Clutch

Construction Construction

The Hybrid Vessel The Hybrid Vessel

Engine Room Engine Room

Engine Room Engine Room

Wheelhouse Wheelhouse – – Port Port

Wheelhouse Wheelhouse – – Starboard Starboard

Wheelhouse Wheelhouse -

• Control Panel

Control Panel

• Conventional Mode
• Hybrid Mode

– Stop – Idle – Transit – Assist

• Length 78 ft
• Beam 34 ft
• Draft 15 ft
• Displacement

360 tons, light

• Full Power 5080 hp
• Bollard Pull 60+ ton

Testing - Technical Working Group

• EPA
• California Air Resources Board
• South Coast Air Quality Management

District

• Port of Los Angeles
• Port of Long Beach
• Pacific Merchant Shipping Association
• Starcrest Consulting
• University of California Riverside

The Report!

SOURCE: California Air Resource Board Report Prepared by: University of California – Riverside College of Engineering‐Center for Environmental Research and Technology

Benefits

• Fuel Economy
• Reduced Maintenance
• Reduced Emissions
• Quieter/Healthier Vessel
• “Prius Effect” (throughout fleet)
• Enhanced Industry Profile for Clients
• Payback Without Subsidy

Battery Considerations Battery Considerations

Choosing a Battery Chemistry

Safety/Certification Cost Energy Density Reliability Life Cycle Disposal

Lithium Cell Design Principals

Efficiency with Patented Design

Abusive overcharge and explosion control are built into cell design:

100Ah Cell 100Ah Cell High Rate Discharge (2C) High Rate Discharge (2C)

• Discharged at 200

amps for 30 minutes.

• Only about 2o C rise

in temperature

Testing

External Dead Short Test External Dead Short Test (100Ah Cell @ 100% SOC) (100Ah Cell @ 100% SOC)

Built in positive fuse tab

Testing

Safety

• SLPB technology contains no metal lithium
• Each Cell is individually fused to protect from overcharge

and explosion

• No gases are produced by the cells
• Cells are fully sealed
• Proven in the harshest environments (‐55deg C / +60deg C)

Safety with Lithium Polymer Cells Safety with Lithium Polymer Cells

Safety

• Internal contactors
• High capacity materials used throughout
• Modular System‐

easily Isolated and serviced without compromising the operation of the vessel

• Designed to meet extreme environments‐
• 30G impact and 8G vibration

Safety with Corvus Battery Design Safety with Corvus Battery Design

Destructive Testing – Dow Kokam Cell

Destructive Testing – Competitor’s Cell

The Battery

Lithium Polymer Battery Benefits Lithium Polymer Battery Benefits

Less Weight and Volume Less Weight and Volume Minimum 4 x less weight than Lead Acid Minimum 4 x less weight than Lead Acid Minimum 4 x less volume than Lead Acid Minimum 4 x less volume than Lead Acid No orientation issues No orientation issues Maintenance free so capable of remote access Maintenance free so capable of remote access storage storage More Design Flexibility More Design Flexibility Matched to custom needs @production $$ Matched to custom needs @production $$

Pack & 6.5kWh Module Pack & 6.5kWh Module

Recycling Lithium

Recyclability with Lithium Polymer Cells Recyclability with Lithium Polymer Cells

• 99% of materials are recovered through

99% of materials are recovered through incineration incineration

• Materials can be re

Materials can be re‐ ‐used again and again used again and again

• Heat required for incineration is also recovered

Heat required for incineration is also recovered

• Currently locations in both USA, Europe and Japan

Currently locations in both USA, Europe and Japan

• Recycling is a feature benefit of purchase

Recycling is a feature benefit of purchase

Current Hybrid Current Hybrid Projects Projects

Hybrid Cabinets Hybrid Cabinets

Build Photos Build Photos

Build Photos Build Photos

Build Photos Build Photos

Build Photos Build Photos

Human Machine Interface Human Machine Interface

Human Machine Interface Human Machine Interface

Hybrid Cabinets Hybrid Cabinets

Human Machine Interface Human Machine Interface

Business Case Business Case

Patent Has Been Granted Patent Has Been Granted

A Typical Hybrid Business Case

• Benefits

– Fuel Economy – Maintenance Cost

Reduction

– Emissions Reductions – Workplace Health

• Costs

– Increased up-front

capital expenditure

– Periodic battery

replacement

Included in business case analysis Not included in analysis

Defined Constants

– Power/Bollard Pull – Operational Profile – Study Period – Operating hrs/yr

Inputs

– System + shipyard costs – Diesel Price – Fuel Economy Of System – Battery Replacement Period/Cost – Subsidies

Outputs

– Net Present Value of Discounted Cash Flows: – Internal Rate of Return – Breakeven Point

ROI Approach - Simplified

The Fuel Factor

Source: US Energy Information Administration http://www.eia.doe.gov/dnav/pet/hist/LeafHandler.ashx?n=PET&s=EER_EPD2DC_P F4_Y05LA_DPG&f=D

Results

– Net Present Value of Discounted Cash Flows: $(US) 1.37M – Internal Rate of Return 22.25% – Break-Even Point 6 Years

Conservative Business Case

Assumptions

– 5000 hp, 60 ton BP – 4000 operating hrs/yr – Diesel Price $2.5/US Gal – Fuel Economy 25% – Battery Replacement 5 yrs – 20-year Study Period – System + shipyard costs: $1.0M + 0.4M – No subsidy or assistance

Assumptions

– 5000 hp, 60 ton BP – 4000 operating hrs/yr – Diesel Price $3.5/US Gal – Fuel Economy 25% – Battery Replacement 5 yrs – 20-year Study Period – System + shipyard costs: $1.0M + 0.4M – No subsidy or assistance

Results

– Net Present Value of Discounted Cash Flows: $(US) 2.22M – Internal Rate of Return 30.9% – Break-Even Point 4.5 Years

Hybrid Business Case – Expensive Fuel

Quotable Quote! (Thanks Gary Schaffer!)

On January 17, 1955, Commanding Officer Eugene P. Wilkinson of the U.S.S. Nautilus (SSN 571) declared, "Underway on nuclear power." On January 9, 2009, the Chief Engineer on the Tug “Carolyn Dorothy” declared, "Underway on hybrid power." Probably not as quotable, but totally cool none the less.

News! News!

Patent Has Been Granted! Patent Has Been Granted!

Other Hybrid Projects! Other Hybrid Projects!

• Hybrid Drill Floor
• Ferries
• Asian Tugboats
• OSVs
• Yachts
• Science/Research Vessels

Thank You

Total Cost Comparisons

Hybrid

Drive-line components Storage (If Included) Energy Management Conversion Technology M/G Sets

Diesel Electric

Motor Sizing Storage (If Included) Energy Management Conversion Technology Electrical Losses