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. AKA - PRINCE EDWARD ISLAND 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 - 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 a propulsion system which incorporates combination of energy storage and/or drive line configurations to reduce or eliminate the low efficiency operation of A propulsion system which incorporates a combustion engines. combination of Typically includes: drive line configurations, an – transmission of mechanical, mechanical-electrical and electrical power for propulsion; energy management system, and/or energy – electrical, chemical and/or mechanical energy storage to storage absorb excess power developed and to allow it to be re- used later in the operational duty cycle; and to reduce or eliminate the low efficiency – a power transmission configuration and control system capable of maximizing the vessel's efficiency at multiple operation of diesel engines. points on its duty cycle.

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

Diesel- -Electric Schematic Electric Schematic Diesel Gen 1 Gen 2 Motor 1 ASD1 Gen 3 Gen 4 Main Switchboard ASD2 Motor 2 Ship Services

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

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 operate in the least efficient part of their range. Specific fuel consumption “rears its ugly head”.

The Hybrid Tug Rationale specific fuel consumption * 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load * for a typical marine diesel (2500hp @ 1800 rpm)

The Hybrid Tug Rationale specific fuel consumption * SFC 50 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load * for a typical marine diesel (2500hp @ 1800 rpm)

The Hybrid Tug Rationale specific fuel consumption * SFC 15 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load * for a typical marine diesel (2500hp @ 1800 rpm)

The Hybrid Tug Rationale specific fuel consumption * 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load SFC 15 = 1.5 xSFC 50 * for a typical marine diesel (2500hp @ 1800 rpm)

The Hybrid Tug Rationale % of time 60.0% 50.0% Typical harbour tug duty profile* 40.0% 30.0% 20.0% 10.0% 0.0% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load *data from actual operations, Foss Maritime SoCal

The Hybrid Tug Rationale conventional power plant design point % of time 60.0% 50.0% 40.0% 30.0% 20.0% 10.0% 0.0% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load

The Hybrid Tug Rationale hybrid power plant design points % of time 60.0% 50.0% 40.0% 30.0% 20.0% 10.0% 0.0% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% percent of full load

Power Plant Power Plant Implications Implications

Hybrid & Diesel Electric Configurations

From Humble Beginnings!

Detailed Shore Power System Aux Gen Aux Gen Schematic AC (Vessel Service) Bus Batteries/Storage AFE DC/DC AFE AFE AFE DC Bus VFD VFD Port Main Stbd Main M/G M/G Engine Engine Clutch Clutch Clutch Clutch

Conventional Shore Power Mode Aux Gen Aux Gen (Emergency) AC (Vessel Service) Bus Batteries/Storage AFE DC/DC AFE AFE AFE DC Bus VFD VFD Port Main Stbd Main M/G M/G Engine Engine Clutch Clutch Clutch Clutch

Shore Power Stop Mode Aux Gen Aux Gen Aux Gen Aux Gen AC (Vessel Service) Bus AC (Vessel Service) Bus Batteries/Storage AFE AFE DC/DC AFE AFE AFE AFE AFE DC Bus DC Bus VFD VFD VFD VFD Port Main Port Main Stbd Main Stbd Main M/G M/G M/G M/G Engine Engine Engine Engine Clutch Clutch Clutch Clutch Clutch Clutch Clutch Clutch

Shore Power Idle Mode Aux Gen Aux Gen AC (Vessel Service) Bus Batteries/Storage AFE DC/DC AFE AFE AFE DC Bus VFD VFD Port Main Stbd Main M/G M/G Engine Engine Clutch Clutch Clutch Clutch

Shore Power Transit Mode 1 Aux Gen Aux Gen AC (Vessel Service) Bus Batteries/Storage AFE DC/DC AFE AFE AFE DC Bus VFD VFD Port Main Stbd Main M/G M/G Engine Engine Clutch Clutch Clutch Clutch

Shore Power Transit Mode 2 Aux Gen Aux Gen AC (Vessel Service) Bus Batteries/Storage AFE DC/DC AFE AFE AFE DC Bus VFD VFD Port Main Stbd Main M/G M/G Engine Engine Clutch Clutch Clutch Clutch

Shore Power Assist Mode Aux Gen Aux Gen AC (Vessel Service) Bus Batteries/Storage AFE DC/DC AFE AFE AFE DC Bus VFD VFD Port Main Stbd Main M/G M/G Engine Engine Clutch Clutch

Shore Power Alternative (Single Main Aux Gen Aux Gen Engine) AC (Vessel Service) Bus Configuration Batteries/Storage AFE DC/DC AFE AFE AFE DC Bus VFD VFD Port Main Stbd Main M/G M/G Engine Engine Clutch Clutch Clutch Clutch

Construction Construction

The Hybrid Vessel The Hybrid Vessel

Engine Room Engine Room

Engine Room Engine Room

– Port Port Wheelhouse – Wheelhouse

Wheelhouse – – Starboard Starboard Wheelhouse

Wheelhouse - - Control Panel Control Panel Wheelhouse • 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:

Testing 100Ah Cell 100Ah Cell High Rate Discharge (2C) High Rate Discharge (2C) • Discharged at 200 amps for 30 minutes. • Only about 2 o 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

Safety Safety with Lithium Polymer Cells Safety with Lithium Polymer Cells • 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)