“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Rules of thumb: 1. Start the selection of gen-sets by studying the power demands in port 2. Proceed to the selection of gen-sets checking their operating points in all distinct modes and scenarios 3. Estimate the fuel consumption and emission rates 4. Calculate the total weight and volume (increased weight and volume affects fuel consumption) 5. During trials confirm the accuracy of the electric load analysis 6. Introduce ways for electric energy auditing on-line (portable measuring devices + simulation tools, central monitoring SCADA systems etc), The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Reactive Power balance (not performed up-to-date) Generator capacity in kVA not in kW Q pf=0.8 Region of inductive power factor (Q>0) Actual operation limits Power triangle P S(kVA) Q(kVar) Ideal limits Region of capacitive power factor (Q<0) P(kW) pf=0.9 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Considerations on Electric Power Systems > Optimal selection of generator sets > Electric load analysis (active and reactive power) >Shaft Generator systems >Cold ironing (ship to shore connection) >Power Converters in motors >Renewable energy sources > EPMACS-opt (optimum operation of electric energy system) >Direct Current integration >Waste heat recovery The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ 2. Reactive Power balance (not performed up-to-date) Reactive Power, Q pf:inductive Q N2 * * Check the estimated Q N1 * G 2 Active * energy demands Power, P (kW,kVAr) or kW, pf P N1 G 1 P N2 on the P,Q plane pf:capacitive The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Reactive & Apparent Power balance (not performed up-to-date) Operation Mode 1 Equipment Rated Service load pf=pf(slf) P=P N . (slf) Q=Q(slf) S Input factor Power (slf)=(sf).(lf) P N P N,1 (1) (1) (1) No 1 slf 1 pf 1 P 1 Q 1 S 1 (1) (1) (1) P N,2 No 2 slf 2 pf 2 P 2 Q 2 S 2 ... .... ... ... … … … P N,M (1) (1) (1) No M slf M pf M P M Q M S M Total - (1) = ∑ = ∑ = ∑ M M M P (1) (1) (1) (1) (1) (1) tot P P Q Q S S (1) tot k tot k tot S k = = = 1 1 1 k k k tot Operation Mode 2 Equipment Rated Service load pf=pf(slf) P=P N . (slf) Q=Q(slf) S Input factor Power (slf)=(sf).(lf) P N (2) (2) (2) P N,1 No 1 slf 1 pf 1 P 1 Q 1 S 1 P N,2 (2) (2) (2) No 2 slf 2 pf 2 P 2 Q 2 S 2 ... .... ... ... … … … P N,M (2) (2) (2) No M slf M pf M P M Q M S M Total - (2) = ∑ = ∑ = ∑ M M M P (2) (2) (2) (2) (2) (2) tot P P Q Q S S (2) tot k tot k tot k S = 1 = 1 = 1 k k k tot … Operation Mode J Equipment Rated Service load pf=pf(slf) P=P N . (slf) Q=Q(slf) S Input factor Power (slf)=(sf).(lf) P N P N,1 (J) (J) (J) No 1 slf 1 pf 1 P 1 Q 1 S 1 (J) (J) (J) P N,2 No 2 slf 2 pf 2 P 2 Q 2 S 2 ... .... ... ... … … … P N,M (J) (J) (J) No M slf M pf M P M Q M S M Total - ( ) = ∑ = ∑ = ∑ J M M M P ( ) ( ) ( ) ( ) ( ) ( ) J J J J J J tot P P Q Q S S tot k tot k tot ( ) J S k = 1 = 1 = 1 k k k tot The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ 2. Reactive & Apparent Power balance (not performed up-to-date) Operation Mode 2 Equipment Rated Service load pf=pf(slf) P=P N . (slf) Q=Q(slf) S Input factor Power (slf)=(sf).(lf) P N (2) (2) (2) P N,1 No 1 slf 1 pf 1 P 1 Q 1 S 1 (2) (2) (2) P N,2 No 2 slf 2 pf 2 P 2 Q 2 S 2 ... .... ... ... … … … (2) (2) (2) P N,M No M slf M pf M P M Q M S M Total - (2) = ∑ = ∑ = ∑ M M M P (2) (2) (2) (2) (2) (2) tot P P Q Q S S (2) tot k tot k tot k S = = = 1 1 1 k k k tot The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Reactive Power balance (not performed up-to-date) Operation Mode 1: "Sailing at Sea" Rated Service input load Equipment power factor P N (slf) Ρ=P N .(slf) pf=pf(slf) Q S pf' Q'op S'op KW KW KVAr KVA KVAr KVA MAIN ENGINE AUXILIARIES Main LUB OIL pump 78.95 0.65 51.32 0.78 41.82 66.20 0.80 38.49 64.14 Main sea water pump 73.68 0.80 58.95 0.82 41.16 71.89 0.80 44.21 73.68 Main Engine cooling fresh water pump 17.65 0.80 14.12 0.82 9.86 17.22 0.80 10.59 17.65 Low temperature fresh water pump 94.74 0.80 75.79 0.82 52.92 92.44 0.80 56.84 94.74 Fuel Oil circulating pump 4.56 0.80 3.65 0.82 2.55 4.45 0.80 2.74 4.56 Fuel Oil supply pump 1.88 0.80 1.50 0.82 1.05 1.83 0.80 1.13 1.88 Lubricator pump 2.50 0.80 2.00 0.82 1.40 2.44 0.80 1.50 2.50 Main Engine aux. blower 46.32 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00 Main Engine turning gear 3.75 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00 Lub oil filter 0.25 0.80 0.20 0.82 0.14 0.24 0.80 0.15 0.25 Control air dryer 0.56 0.30 0.17 0.58 0.24 0.29 0.80 0.13 0.21 TOTAL 207.69 0.81 151.12 257.00 259.61 155.77 259.61 LIGHTING Outside lighting 23.33 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 Engine room lighting 8.24 1.00 8.24 1.00 0.00 8.24 1.00 0.00 8.24 Emergency lighting 8.24 0.60 4.94 1.00 0.00 4.94 1.00 0.00 4.94 Accomodation Lighting 14.12 0.80 11.29 1.00 0.00 11.29 1.00 0.00 11.29 Navigation & signal lighting 3.25 0.20 0.65 1.00 0.00 0.65 1.00 0.00 0.65 Cargo hold lighting 0.38 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 TOTAL 25.12 1.00 0.00 25.12 1.00 0.00 25.12 … GRAND TOTAL 489.11 0.78 364.20 627.12 0.82 323.69 597.01 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Rules of thumb: 1. Estimate the active and reactive power demands of all loads ( motors at partial load and/or with converters have increased reactive power demands ) energy saving lights have relatively increased reactive power demands 2. Check the operating points of the generators in terms of active and reactive power 3. There are several feasible (from the techno-economical point of view) solutions via EESD’s (Electric Energy Saving Devices), e.g. reactive power compensators, filters, batteries, converters, motor starters . Each case study could be different. The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Considerations on Electric Power Systems > Optimal selection of generator sets > Electric load analysis (active and reactive power) >Shaft Generator systems >Cold ironing (ship to shore connection) >Power Converters in motors >Renewable energy sources > EPMACS-opt (optimum operation of electric energy system) >Direct Current integration >Waste heat recovery The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Introduction Shaft generators (SGs): • Used with Diesel Generators and other non-conventional sources for generating power on ships • Mounted on the propeller shaft between main propulsion engine and variable speed propeller Benefits: Drawbacks: • Small space requirement • No electric power generation while in port • Low installation cost • Increased load on the main • Low noise levels engine of the ship • High reliability 26 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Shaft Generators P ower T ake O ff PTO Ρ flow Q flow ~ ~ ~ ~ Synchronous ~ Generator Synchronous condenser The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Shaft Generators PTO in harbour Ρ flow Q flow ~ ~ ~ ~ Synchronous ~ generator Synchronous condenser The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Shaft Generators PTI / PTO Wartsila, Caterpillar Ρ flow Q flow ~ ~ ~ ~ Synchronous ~ generator Boosting Synchronous «take me home condenser shaft motor emergency motor» The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ PART A Machine Design Objective: Replace the existing SG (PTO/ GCR topology) of an electric power system of a Ro-Ro ship with an optimized PMSG mounted directly to the shaft (PTO/ CFE) Two cases investigated ( DEFKALION – THALIS p roject ) P ermanent M agnet S ynchronous G enerator Salient Poles Synchronous Generator The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Design of a PMS G • Fina l configura tion’s p a ra m eters: Winding layout: symmetry in ¼ of the machine P(MW) 2.4 n(rpm) 400 f(Hz) 66.7 Nominal voltage (V) 900 Nom. Current 4 density (A/mm 2 ) Poles 20 Slots 24 Slots/pole/phase 2/5 Air gap diameter 150 (cm) Gap width (mm) 5 Axial length (cm) 48 Tooth width (%) 43 Magnet width (%) 76 Magnetic flux density distribution under full Magnet length (cm) 2 load operation 31 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 31
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Design of a S alient Pole S ynchronous Generator Larger stator & rotor yokes: heavier • Fina l configura tion’s p a ra m eters: magnetic circuit P(MW) 2.4 n(rpm) 1000 f(Hz) 50 Nominal voltage (V) 900 Nom. Stator’s Current 4 density (A/mm 2 ) Poles 6 Slots 36 Slots/pole/phase 2 Air gap diameter (cm) 90 Gap width (mm) 5 Axial length (cm) 63 Field current (A) 340 Tooth width (%) 44 Magnetic flux density distribution under full Stator yoke 2·tw load operation 32 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Part A: Machine Design Conclusions • The proposed algorithm has been implemented on the design of two different synchronous machines, attempting to optim ize both their perform ance and efficiency • The designed PMSG is characterized by higher power density and operation at the non saturation region , even for overloading . • The design of a PMSG resulted in reduced THD ( ~ 15% ) of the no- load voltage, lower torque ripple ( ~ 4% ) and thus better torque & power quality in comparison with the SPSG. • The PMSG’s power converter is able to supply the ship’s electric grid with reactive power and parallel operation with DGs is allowed. The proposed slow-running PMSG of the PTO/ CFE topology allows • the elim ination of the gearbox , increasing the whole shaft generator system’s reliability . 33 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ PART B PMSG Controller Design and operation on actual Ro-Ro ship Objectives: Ensure constant frequency and voltage under variable engine speed Operation of the shaft generator as m otor in parallel operation with main engine or in case of failure Four different operating modes : Isolated operation of diesel generators Parallel operation of shaft generators and diesel generators Isolated operation of shaft generators Emergency operation with the shaft generator running in motor mode Examine the benefits of proposed control scheme compared to the existing configuration, in terms of fuel savings The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ S hip power system • • 4 diesel engines 12.000 kW 1 emergency diesel generator 1.125 kVA • • 3 diesel generators 2.100 kVA Frequency 60 Hz, 2 voltage levels (440 V, 230V) • 2 shaft generators 2.400 kVA Consumers Active Reactive Power Power (ΚW) (KVAr) Motor Control 1621 1005 Centers (MCCs) Consumers directly 880.3 545.79 connected to 440 V Consumers connected via 638.8 369.08 transformers (440 or 230 V) Thrusters 1359.04 2192 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 35
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ S haft generator control system The proposed control system for the shaft generators consist of : • The machine side converter control Active power control during generator mode Speed control during motor mode • The grid side converter control Grid voltage control Dc link voltage control The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 36
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Parallel operation of shaft generators and diesel generators 800 Voltage drop 10% while inserting the thrusters 600 which correspond to 69% of the existing ship’s 400 Grid Voltage Vabc (V) 200 load. The voltage returns to 98% of its nominal 0 value at 0.8 sec . The specifications define the -200 limit of voltage drop at 16% of its nominal value -400 for 20 sec. -600 Total harmonic distortion of 2.42 % for the -800 0 1 2 3 4 voltage and 3.18 % for the current. The time (sec) Grid voltage V abc specifications define a maximum of 5% for the total harmonic distortion for both the voltage and current. FFT analysis - current FFT analysis - voltage 37 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 37
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Parallel operation of shaft generators and diesel generators Improved power factor • Sea service • Isolated operation of diesel generators : PF= 0.85 • Using shaft generators as synchronous condensers : PF = 0.97 Power Factor improved by 14% 38 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 38
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Isolated operation of shaft generators Voltage drop of 2% for 1 sec , 400 300 during the insertion of load 200 Grid voltage Vabc (V) corresponding to 32% of the 100 0 systems load. -100 -200 -300 -400 0 1 2 3 4 time (sec) Total harmonic distortion of 2.74% for Grid voltage Vabc the voltage and 2.46% for the current FFT analysis – voltage FFT analysis – current 39 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 39
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Emergency operation - shaft generator running in motor mode 350 •Response time of speed 300 250 controller 0.04 sec and 23% Shaft motor speed (rad/sec) 200 maximum deceleration of the 150 motor (at 165 RPM) for 400% 100 Speed 50 Speed Reference rise in shaft torque. 0 -50 0 1 2 3 4 5 6 7 8 9 10 time (sec) •Response time of speed Motor speed control controller 0.06 sec and 38% maximum acceleration (at 330 RPM) for 72% reduction of 4 10 x 10 shaft torque. Torque 8 Torque Reference 6 Electromagnetic Torque Shaft motor (Nm) 4 2 0 -2 -4 0 1 2 3 4 5 6 7 8 9 10 time (sec) Electromagnetic torque The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Fuel consumption calculation • Specific fuel oil consumption (sfoc) calculation for the main engine and diesel generator • Typical journey of 7 hours (6 hours sea service, 1 hour maneuvering) • Fuel consumption calculation for the existing configuration of the examined vessel • Optimization of the existing operational scenario by utilizing the proposed control system • Calculation of fuel consumption after the aforementioned optimization 41 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ S pecific fuel oil consumption • Four main diesel engines (1200 kW) • Two shaft generators (2400 kVA) • Three diesel generators (2100 kVA) • Calculation of the specific fuel oil consumption using official datasheet 42 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Existing operational scenario • Sea operation – 1 shaft generator, 1 diesel generator SG DG ΜΕ Load % 66.86 73.25 95 .6 Sfoc g/kWh 192.14 173.08 • Maneuvering – 2 shaft generators, 3 diesel generators SG1 SG2 DG1 DG2 DG3 ΜΕ1 ΜΕ2 Load % 4.9 8.3 50 50 51 95.4 95.7 Sfoc g/kWh 197.23 197.23 196.88 173 173.12 • Total fuel consumption 3.478.118 gr 43 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Proposed operational scenario • Sea operation – 2 shaft generators SG1 SG2 ΜΕ1 ME2 Load % 71.33 71.33 95.71 95.71 Sfoc g/kWh 173.12 173.12 • Maneuvering – 2 shaft generators, 1 diesel generator SG1 SG2 DG1 ΜΕ1 ΜΕ2 Load % 40 40 81.36 98.2 98.2 Sfoc g/kWh 191.89 174.19 174.19 • Total fuel consumption 3.375.092 gr 3% reduction 44 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Part B: PMSG Controller Design and operation Conclusions • Proposing a flexible control system for the shaft generators in order to achieve: Control of the active power output Constant dc link voltage Constant grid voltage and frequency Invert power flow : the shaft generator (8% of the main engine’s power) can provide 50% of the rated speed in emergency operation • Improved efficiency of the shaft generators system from 0.883 to 0.92 • Power factor of the diesel generators improved by 14% , from 0.85 to 0.97 • Reduced fuel consumption up to 3% 45 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing Alternative Marine Power main concept The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Considerations on Electric Power Systems > Optimal selection of generator sets > Electric load analysis (active and reactive power) >Shaft Generator systems >Cold ironing (ship to shore connection) >Power Converters in motors >Renewable energy sources > EPMACS-opt (optimum operation of electric energy system) >Direct Current integration >Waste heat recovery The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing Alternative Marine POwer main concept • Connect the ship to the inland mains (inland power generation is more environmental friendly…) (renewables incl. hydros, NG etc less pollutant than HFO/DFO) • Shut down the generators • Zero: ship emissions, (+noise both in the ship/port area) The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Emission restrictions in maritime transportation Emission Control Areas: Nearby Coasts and Ports ETS: Emission Trade System Reduce if not eliminate Emissions Emissions at all ship emissions in ECA ’s Main Engine Main Engine Propulsion Propulsion Fuel Fuel Ship Shaft Motor Shaft Motor Shaft Gen Shaft Gen EPC: EPC: EPD: Power EPD: Power emissions… Power Loads Power Loads Distribution Distribution EPG: EPG: (Consumers) (Consumers) Generators Generators Network Network Electric Power Management And Control System (EPMACS) Electric Power Management And Control System (EPMACS) Ship Electric Energy System Ship Electric Energy System The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Emissions Emissions Main Engine Main Engine Propulsion Propulsion Fuel Fuel Shaft Motor Shaft Motor Shaft Gen Shaft Gen EPC: EPC: EPD: Power EPD: Power Power Loads Power Loads Distribution Distribution EPG: EPG: (Consumers) (Consumers) Generators Generators Network Network Electric Power Management And Control System (EPMACS) Electric Power Management And Control System (EPMACS) Ship Electric Energy System Ship Electric Energy System Ship emissions… The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Conventional Ship Energy Chain Emissions In Port the main engine Main Engine Propulsion does not work Fuel Shaft Motor Shaft Gen EPC: EPD: Power Power Loads Distribution EPG: (Consumers) Network Generators Electric Power Management And Control System (EPMACS) Ship Electric Energy System The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Energy Chain of a Ship with Electric Propulsion Emissions EPC: Power Consumers Electric In Port the propulsion Prime Mover Propulsion Fuel motors do not work (thermal engine) Motor Shaft Motor Other Power EPD: Power Distribution Loads EPG: Generators Network Electric Power Management And Control System (EPMACS) Ship Electric Energy System The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing (main features) All ship engines are shut-down in port, while power is provided by inland mains via ship-shore power connection • Lower emissions caused by ships in ports • Inland electricity is greener (esp. renewables) • Fast/Efficient/Smart Power Management (esp. during plugging and unplugging) • Power Converters, Cables, Switches and Power Transformers for ship-shore interconnections The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Smart-Grids & Cold Ironing •Inland electricity is greener (esp. renewables) Emissions of Inland power stations Renewables: ~0 Gas : 0.36 tCO2/MWh Oil: 0.80 tCO2/MWh Lignite: 1.0 tCO2/MWh Emissions of Onboard Power Plants RFO (HFO): DFO (Diesel Oil): 0.69 tCO2/MWh 0.722 tCO2/MWh 0.0147 tNOx/MWh 0.0139 tNOx/MWh 0.0011 tSOx/MWh 0.0123 tSOx/MWh 0.0004 tHC/MWh 0.0004 tHC/MWh 0.0008 tPM/MWh 0.0003 tPM/MWh The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing Alternative Marine POwer main concept Interesting idea but • is it feasible ( technical & economical point of view) ? • investments required ? (ship + port + …. Inland power grid) Inland ElectricPower Grid Ship Port The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing Alternative Marine Power main concept Ship electric energy systems Ships at berth (cargo handling, idle mode) ~ 500 kW for merchant ships (bulk carriers, tankers, ro-ro) ~ > 5 MW for cruise ships !! (hot seasons, peaks in power) Inland ElectricPower Grid Ship Port The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing Alternative Marine POwer main concept Inland electric energy systems Generation from : Renewables incl. hydro- , NG But in (Greek autonomous) islands from Marine Diesel (the problem is located elsewhere than Port : soot, particles,…, noise ) Inland ElectricPower Grid Ship Port The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing Alternative Marine POwer main concept Investigate and well define a ‘win-win’ solution Inland Electric Power Grid Ship Port The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
The idea “Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing & Smart Grids Blending in two technologies (ship electrification & smart-grids) the research of which are running in parallel and aim at exploiting “green-power” with reduced emissions The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Smart – grids (main features) • Low carbon electricity generation • Fast/Efficient/Smart Power Management • Electric Energy Storage Units • Power Converters • smoothing power demands (peak haircut) The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Smart – grids (main features) • Peak Power Haircut (smoothing power demands) Recommended measures Charge electric vehicles (EVs) during power off-peaks (e.g. at night) Many EV energy storage units for propulsion motors each one of which on the order of up several kWs Difficulties/Challenges: Many small sized units to monitor/manage/control The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing & Smart Grids Challenges to face Cover the power demands of ships “in port” - a ship power demand on the order of 0.5 – 8 MW !! Infrastructure of port (plugging) Current Research in progress Current Research in progress Infrastructure of ships (plugging) Can the inland grid support many ships simultaneously ? The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing & Smart Grids The idea Idea to cultivate further and indulge to The infrastructure in ports is enriched with - energy storage units (ESU’s) of large capacity - the ESU’s are charged during power downs (night) - they are monitored/controlled/managed more easily than the domestic loads But Are there any ESU’s of such capacity available??? The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing & Smart Grids Idea to cultivate further and indulge to Are there any ESU’s of such capacity available??? Answer:Yes Flow Batteries -Vanadium Redox Batteries (VRB) (15-25 Wh/kg) - Vanadium Bromide (25-50 Wh/kg) -Zinc Bromine (Less available) The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Cold Ironing & Smart Grids Answer: Yes Flow Batteries -Vanadium Redox Batteries (VRB) (more readily available) Exploited in EVs and Wind Parks so far The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Smart – grids (main features) • Peak Power Haircut (smoothing power demands) Recommended measures Flow Batteries + Cold Ironed Ships Charge ESU’s of ships ( during the night : ‘win-win’ ) Two birds at one stroke •Achieving the power smoothing more easily (fewer loads of larger demands) •Lowering pollution in ports, while the major investment is in ports not in ships The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Smart – grids & Cold ironing • Peak Power Haircut (smoothing power demands) Recommended measures Flow Batteries + Cold Ironed Ships Additional features • Retrofitting of ships towards cold – ironing could but does not have to include flow batteries ( flow batteries will be installed only in ports ) • Charging and discharging times (of large energy amounts) are small facilitating the whole effort. The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Methodology introduced (not rule of thumb yet) Questionnaire Ship side Operating voltage Operating frequency Capacity of Installed generators Capacity type and location of ship-to-shore connection switchboard Electric power demand at berth Propulsion electric or conventional Synchronization module between ship and shore Existing Cable management Interest of the ship owner to invest (own projects, co-funding, etc) Trained personnel The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Methodology introduced Ship side cost Voltage power transformer Synchronizer (software and hardware) Switchboard and switch gear Cabling, reel, drums Cable Inputs and outputs Personnel cost The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Methodology introduced Questionnaire Shore side Operating voltage Operating frequency Capacity of port substations and available redundancy Types of ships visiting the Port Nearby Low carbon energy sources Propulsion electric or conventional Synchronization module between ship and shore (MVAC, MVDC) Existing Cable management Interest of the Port Authority to invest (own projects, co-funding, etc) in combination with plans of the Electric Power Authority Trained personnel The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Methodology introduced Shore side cost Voltage transformer Frequency converter Switchboard and switch gear Cabling, reel, drums Cable Inputs and outputs Personnel cost Power provision from grid to Port ??? The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Smart – grids & Cold ironing What if Emission Trade System (ETS) predominates Ships with Low Carbon electric power generation systems installed Natural Gas (besides LNG carriers: e.g. cruise ships and container ships) PV’s, fuel cells and other Low Carbon energy generation systems on board ( modifying the ECA-concept ) alternatives to investigate a) The ships could sell electric power to inland grid (“autonomous”) esp. to islands ( barge-like solutions) b) For short sea shipping cases cold ironing could be used to charge ESU’s for “sailing” The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Smart – grids & Cold ironing What if Emission Trade System (ETS) predominates Treat ships as industrial units, essential PTI/PTO components of smart grids To this end a unified (Inland and Maritime) Energy an Environmental Policy would help The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Using Power Electronic Converters Why resort to converters? (adjusting frequency) > soft starting/stopping large power motors > power interfaces to couple different electric subsystems (V,f) e.g. shaft generator systems, cold-ironing systems > energy saving (esp. in partial loaded motors) Problems > harmonic power quality > extra space > cost In the past: no soft-starting device inauguration by thrusters The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Considerations on Electric Power Systems > Optimal selection of generator sets > Electric load analysis (active and reactive power) >Shaft Generator systems >Cold ironing (ship to shore connection) >Power Converters in motors >Renewable energy sources > EPMACS-opt (optimum operation of electric energy system) >Direct Current integration >Waste heat recovery The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Induction Motor Starting up Voltage Dip at motor starting Breakdown torque Μ 1 Locked-Rotor Voltage rms (pu) 0.95 torque 1 sec M εκκ 0.9 Pull-up torque 0.85 Starting I n ον n Current 0.8 0 0.5 1 1.5 2 Time (sec) rms voltage M εκκ n ον n Large rated power of motor large dip e.g. Bow thruster The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 76
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ M ain : G raphs Starting-up via a power converter: M echanical S peed (p.u.) 1.00 0.50 •The motor absorbs less power, current y 0.00 •The motor takes longer to reach the -0.50 final speed w or w/o load tim e(s) 0 25 50 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ 0,6 R 2 = 0,9953 R 2 = 0,9972 0,5 In partial loading conditions 0,4 (up to 60%) the supply via a n [-] 0,3 power converter leads to R 2 = 0,9898 σενάριο 1 σενάριο 2 Efficiency in 0,2 significant energy savings by up σενάριο 3 partial and full Poly. (σενάριο 1) to 35%. 0,1 Poly. (σενάριο 2) loading Poly. (σενάριο 3) 0 0 20 40 60 80 100 120 140 Why?? Pout [W] 50 συντελεστής εξοικονόμησης (A) Losses= Energy saving in partial 40 συντελεστής εξοικονόμησης (B) and full loading Poly. (συντελεστής εξοικονόμησης (A)) 30 Poly. (συντελεστής εξοικονόμησης (B)) [losses independent on load 20 n_eff [%] R 2 = 0,9891 which are related to voltage] 10 0 + 0 20 40 60 80 100 120 140 -10 [losses dependent on load which -20 are related to current] R 2 = 0,7565 -30 Pout [W] The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Voltage Harmonic Distortion 10% σενάριο 1 σενάριο 2 9% σενάριο 3 Linear (σενάριο 1) THDV_in 8% Linear (σενάριο 2) Linear (σενάριο 3) 7% THD_V_in [%] 6% Input Voltage 5% 4% 3% 2% 1% 0% 0 20 40 60 80 100 120 140 Pout [W] 400% σενάριο 1 350% σενάριο 2 Output Voltage 300% THDV_out σενάριο 3 THD_V_out [%] R 2 = 0,9606 Linear (σενάριο 1) 250% Linear (σενάριο 2) 200% Poly. (σενάριο 3) 150% 100% 50% 0% 0 20 40 60 80 100 120 140 Pout [W] The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Current Harmonic Distortion 1600% σενάριο 1 1400% σενάριο 2 1200% σενάριο 3 THDi_in THD_I_in [%] Linear (σενάριο 1) 1000% R 2 = 0,9764 Linear (σενάριο 2) 800% Input Current Power (σενάριο 3) 600% 400% 200% R 2 = 0,8614 0% 0 20 40 60 80 100 120 140 Pout [W] 20% 18% R 2 = 0,9542 16% 14% Output Current THD_I_out [%] R 2 = 0,9647 12% 10% σενάριο 1 σενάριο 2 THDi_out σενάριο 3 Linear (σενάριο 1) 8% Poly. (σενάριο 2) Poly. (σενάριο 3) 6% 4% 2% 0% 0 20 40 60 80 100 120 140 Pout [W] The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ In partial loading conditions the supply via a power converter leads to significant energy savings as the no load losses (dependent on voltage) are reduced. The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Considerations on Electric Power Systems > Optimal selection of generator sets > Electric load analysis (active and reactive power) >Shaft Generator systems >Cold ironing (ship to shore connection) >Power Converters in motors >Renewable energy sources > EPMACS-opt (optimum operation of electric energy system) >Direct Current integration >Waste heat recovery The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Installing Renewable Energy Sources •Photo-Voltaic Cells •Wind Kites The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Photo-Voltaic (PV’s) Cells onboard The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Photo-Voltaic (PV’s) Cells onboard The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Photo-Voltaic (PV’s) Cells onboard The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Wind Kites Propulsion + Electric energy generation The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Considerations on Electric Power Systems > Optimal selection of generator sets > Electric load analysis (active and reactive power) >Shaft Generator systems >Cold ironing (ship to shore connection) >Power Converters in motors >Renewable energy sources > EPMACS-opt (optimum operation of electric energy system) >Direct Current integration >Waste heat recovery The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ EPMACS-Opt Using EEOI as the optimization criterion of the electric energy system But Other criteria could be used instead The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ EPMACS-Opt The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ EPMACS-Opt The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Efficiency up/ emissions down in electric power systems Optimized operation of electric generation system EPMACS-opt SEEMP 44 GHG emissions control 42 without GHG emissions control Conventional control 40 EEOI - 38 EEOI Energy Efficiency 36 34 Operation Index 32 30 0 20 40 60 80 100 120 140 160 180 200 time (s) 8500 8000 7500 Operation cost Cost ( xa cost units) 7000 6500 (it must be multiplied 6000 by α cost units, €/fuel kg) 5500 5000 GHG emmissions limitation without GHG emmissions limitation 4500 conventional 4000 0 20 40 60 80 100 120 140 160 180 200 time(s) 45 GEN1 40 GEN2 GEN3 35 GEN4 LOAD Active power (MW)) 30 Power balance 25 20 15 10 The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 5 0 0 20 40 60 80 100 120 140 160 180 200 time (s)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Considerations on Electric Power Systems > Optimal selection of generator sets > Electric load analysis (active and reactive power) >Shaft Generator systems >Cold ironing (ship to shore connection) >Power Converters in motors >Renewable energy sources > EPMACS-opt (optimum operation of electric energy system) >Direct Current integration >Waste heat recovery The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ DC-Ship (ARISTEIA/EXCELLENCE) project Exploiting DC in ship grids The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Exploiting DC in ship grids The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Technical challenges to face (circuit breakers at High Voltage DC) The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Considerations on Electric Power Systems > Optimal selection of generator sets > Electric load analysis (active and reactive power) >Shaft Generator systems >Cold ironing (ship to shore connection) >Power Converters in motors >Renewable energy sources > EPMACS-opt (optimum operation of electric energy system) >Direct Current integration >Waste heat recovery The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Identification of waste heat losses Design of heat exchange network The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ 1. Exploitation in Organic Rankine Cycle (ORC) Supply energy to network, Working fluid Generator or store it Turbine Pump Evaporator Cold liquid Warm fluid Condenser Pump Pump The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 99
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’ Thermoelectric-generator Supply energy to network, or store it The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19 th September 2013 100
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