Hybrid Systems for Diesel Powered Ships Hybrid topologies for slow speed ships Ship Voyage simulator for performance analysis Dr. Eleftherios Dedes (Research performed at the University of Southampton, UK) ΕΝΩΣΙΣ ΕΛΛΗΝΩΝ ΕΦΟΠΛΙΣΤΩΝ �
Presentation Contents • The emission problem • Methods to determine fuel consumption/ shipping emissions • Industry methods to reduce fuel consumption • Investigation on Hybrid Power Systems • Description of Ship Voyage Simulator • ECMS non-linear Optimisation • Results and Discussion
Currently… NO x CO 2 PM SO x Typical exhaust pollution (production of smoke) due to transient engine loading when fast ferries getting up to service speed 3
The emission problem • Comparison of Shipping with most pollutant Countries: FC x 3.1144 Source: IMO
Methods to determine fuel consumption/ shipping emissions Top down method Vs bottom up approach Emission Factors (Endresen et al., 2003; 2007), Corbett and Coehler (2003) Pollutant Average Power Fuel based factor type based factor [g/kWh] [tonnes/day] PM 10 1.5 - PM 2.5 1.2 - DPM 1.5 - NO x 17 0.087 SO x 10.5 (for 2.7% S) 0.02 * % S CO 1.4 0.0074 HC 0.6 - CO 2 620 3.17 N 2 O 0.031 - CH 4 0.006 0.0003 5
Methods to determine fuel consumption/ shipping emissions • Relationship between NOx and SFOC
Therefore… • Research window: • Emissions environment and fuel consumption Emission inventories, doubt and unreliable, IMO formulas introduce large error, strict environmental agenda by 2020 • Profitability of Shipping companies Fuel consumption reduction, imperative for future sustainability • Other mature methods to reduce fuel consumption • Concept visualisation and Data collection: • Energy requirements (actual operations), statistics • System sizing (power, density) • Storage media selection, installation requirements • Modelling, Simulation and Optimisation 7
Industry methods to reduce fuel consumption • Operational Measures • Trim optimisation • Optimal routing, Just in Time arrival • Course keeping • Weather routing • Technical Measures • Propeller inflow, outflow optimisation • Optimal Rudder shape • Hull lines • Fuel optimised/ De-rated/ Electronic Diesel Engines
Industry methods to reduce fuel consumption …>100% Total Savings!! … Perpetuum Mobili “Αεικίνητον” Technical Manager Ship-Owner Supt. Engineer
Concept Visualisation – Hybrid with batteries • All Energy saving measures except Main Engine retrofits target in reducing power demand • Hybrid decouples propeller demand from the efficient operation of the Main Engine is fully compatible with current market options/retrofits • Applies Energy Management strategy by: • Operating prime movers near the most efficient thermodynamic points • Given the scenario may utilise stored energy or merge electric loads to main propulsion utilises benefits of All Electric Ships • Manoeuvrability, ultra slow steaming capability • Redundancy • Lower maintenance needs for T/Cs, fuel pumps, complete O/H • Limited operation of Engines in transient loads • Limit energy conversions by inserting strict performance parameters • Allow easier operation of ships sailing to ECAs • Has a scalable power output and scalable Energy capacity 10
Concept Visualisation – Hybrid with batteries 11
Investigation on Hybrid Power systems • Data Collection from Greek Shipping Companies • Energy and Power requirements Statistical Analysis • Selection of Energy storage system • Structural analysis and hydrostatic loss/ payload reduction • Preliminary Financial viability assessment • Development of Ship voyage simulator • Setting up the Power handling problem in Matlab suite • Non Linear Optimisation 12
Energy/ Power requirements statistical Analysis • Determination of “off optimum” Engine operation point 13
Selection of Energy storage system Wh/kg Type Cost [$/kWh] Lead Acid 35 90 Vanadium - Bromine 50 300 Silver Cadmium 70 - Zinc - Bromine 70 - Sodium/nickel chloride 115 110 Lithium Ion 150 600 Type of Vessel: Energy [MWh]: Power [MW]: Handysize 8 1 HandyMax 8 1 Panamax 15 2 Post – 5 2 Panamax Capesize 4 1 14
Sodium Nickel Chloride Battery • Extreme tests were undertaken in EUCAR organisation • Impact • Penetration tests • Complete immersion in water • Spike penetration and spraying with water • Vibration testing • 30 minute gasoline fire test 15
Sodium Nickel Chloride Battery • This produces nickel containing re-melt alloy used in the stainless steel industry. • The ceramic and salt contained in the cells collects in the slag and is compatible with their process. • The slag is sold as a replacement for limestone used in road construction – nothing goes to the landfill. • One of the weak links in any recycle process is the collection of the spent units at the end of life. 16
Structural analysis • Void spaces, Double bottoms, bosun store, poop deck compartments, Top side tanks sufficient free volume • Weight distribution, Battery Rule compliance, Risk parameters Ship Handy Handy Pana Post- Capesi Type Size Max max Panam ze ax Required Energy [MWh] 8 8 15 5 4 Ship Type HandySize HandyMax Panamax Post - Panamax Capesize Required Battery weight [tonnes] Required Energy [MWh] 8 8 15 5 4 Sodium Nickel Chloride 150Wh/kg 3 Required Battery Volume m 70 70 130 43 35 Sodium Nickel Chloride 190Wh/L 42 42 79 26 21 Vanadium Redox Flow 50Wh/kg Vanadium Redox Flow 30Wh/L 267 267 500 167 133 160 160 300 100 80 Final Added weight to the vessel (propulsion system 3 ] Engine Room Volume[m 3800 4530 4900 5150 9600 + storage) Free volume in current engine room: 1300 1580 1650* 1760* 3350 323 323 384 297 288 35% of total volume 3 414 414 554 354 334 Added Volume due to electric components: 1040m 3 + 4x59.30m 3 = 438m 3 Additional Engine Volume: 2x100.4m Increase in Lightweight [%] 4.1% 3.4% 3.2% 2.0% 1.2% 5.2% 4.3% 4.7% 2.4% 1.4% 17
Hydrostatic impact - payload reduction Condition Cargo Cargo Loss Ballast LCB LCG MTC Trim [tonnes] % [tonnes] [m] [m] [tm] [m] Normal Ballast 0 0.00 23414.3 117.126 117.189 1040.2 2.08 Departure Normal Ballast Arrival 0 0.00 26061.1 114.757 114.855 1068.1 3.045 Heavy Ballast Departure 16487.1 0.00 23411.7 115.991 116.059 1226.5 2.667 Heavy Ballast Arrival 16487.1 0.00 24476.8 116.88 116.682 1191.4 2.265 Grain Departure SF65 60188.4 0.00 2250.7 116.664 116.702 1346.4 1.674 Grain Arrival SF65 60188.4 0.00 2250.7 118.866 118.879 1298.4 0.514 69990 tonnes DWT 65152.1 0.54 0 115.448 115.501 1364.5 2.323 cargo Departure 69990 tonnes DWT 65152.1 0.54 0 117.517 117.548 1331.3 1.205 cargo Arrival Homogenous Design 67858.4 0.52 0 115.656 115.702 1364.6 2.09 Departure Homogenous Design 67858.4 0.52 0 117.668 117.693 1336.3 0.983 Arrival Grain Departure SF42 87866.1 0.40 0 116.837 116.841 1392 0.335 Grain Arrival SF42 87866.1 0.00 939.4 117.483 117.482 1384.9 0 18
Efficient Sizing of the Battery Banks • Capacity determined by vessel type and statistical analysis • Constraints of battery manufacturer e.g max 16 parallel units can exist • Nominal voltage of 557V • 0.285 MWh energy density per bank. • Possibility to connect multiple banks • Highest operational efficiency at ultra low currents N BB = Energy req . C N Q P nom BB bat demand max V 0.285 nominal I discharge/ Charge N 16 BB 19
Ship Voyage Simulator • Matlab/ Simulink environment • Scalable and modular approach (Blocks and signal flows) • Each block represents machinery, weather, propeller, ship model • Hull Resistance (Holtrop – Mennen, Hollenbach methods) • Added Resistance (Aertssen, Kwon methods) • Wind Resistance (Isherwood, Blendermann methods) • Wageningen Series open water performance method • Battery models, Kinetic Energy approach (Manwell, McGowan) • Experimental Data for Sodium Nickel Chloride • Shop Test Data and sea trials data for the propulsion machinery • Wind and wave generator models based on average reported data 20
Ship Voyage Simulator • Simulator is separated into 2 sub-models in order to reduce the complexity (Power profile generation, Optimisation) • Time domain • Air Emissions are quasi static phenomena No transients • Generation of power demand using the voyage simulator: • Random wind and wave generation (H s, T, μ, V wind , μ wind ) based on captain observations (mean values reported) • Mean value added resistance model • RAO block if sea-keeping results are available • Series 60 mean added resistance value for T p, H s and μ 21
Ship Voyage Simulator
ECMS non-linear optimisation • SQP method, update of the Langrangian • Converges rapidly to the solutions (compared to other methods) • Single objective (minimisation of Fuel Consumption) • Equivalent Cost Minimisation Strategy (ECMS) applications: • A layouts (Hybrid Auxiliary loads, AES) • B layout (Hybrid – Conventional system) (propulsion loads only) • C layout (Fully integrated Hybrid system (Propulsion and auxiliary loads. Propulsion system coupled with auxiliaries) 23
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