J.Prousalidis National Technical University of Athens, School of - - PowerPoint PPT Presentation
Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME ) Improving the Efficiency of Ship Energy Chain within the All Electric
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
(Kyoto’s Protocol, IMO’s policcy, MEPC, MARPOL/Annex) Key-words related to efficiency monitoring and control: AES (All Electric Ship) EEDI (Energy Efficiency Design Index), EEOI (Energy Efficiency Operation Indicator), SEEMP (Ship Energy Efficiency Management Plan), ECA (Emission Control Areas), ETS (Emission Trade System)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Fuel Propulsion Useful Work Undesired side-products Service Emissions Energy Chain Losses Losses Propulsion Service Emissions The Details
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Fuel Propulsion Useful Work Undesired side- products Service Emissions Losses Green Solutions Losses Propulsion Service Emissions Losses The Details
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
The ships with electric propulsion are more flexible in design more reliable/survivable/safe (among, if not) the greenest vessels (esp. in combination with dual-trio Fuel (HFO/DFO/NG)) AES All Electric Ship Every major system (e.g. propulsion) or minor is electrified Energy production: thermal engines Electric energy: flexibility in control, management, monitoring, transformation from/into other types Unification of several energy sources, sub-systems and components To-date
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
AES All Electric Ship Not to electrify all ships BUT To exploit the concept of the “electric platform”
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Fuel EPG: Generators Main Engine EPD: Power Distribution Network EPC: Power Loads (Consumers) Propulsion Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Gen Shaft Motor
Energy Chain from the electric power system point of view Ship with Conventional (non-electric) Propulsion
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Conventional Ship Energy Chain Fuel EPG: Generators Electric Propulsion Motor EPD: Power Distribution Network Other Power Loads Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Motor
Energy Chain of Ship with Electric Propulsion
Prime Mover
(thermal engine) EPC: Power Consumers AES Energy Chain from the electric power system point of view
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
EEDI formula ???
2 2
( . ) ( ) ? ? CO of aux gens equivalent CO from renewables EEDI rated ship capacity − =
Fuel EPG: Generators Electric Propulsion Motor EPD: Power Distribution Network Other Power Loads Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Motor
Energy Chain of an All Electric Ship
Prime Mover
(thermal engine) EPC: Power Consumers
Exemption of ships with electric propulsion from EEDI formula due to several reasons (…not among the most pollutant ship types…)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
IMO/MEPC/MARPOL emission restrictions
speed (propellers). The Dual (Trio) Fuel engine (used as prime mover) can the basis for integrating alternative fuels in the combustion process.
driving generators
LNG carriers with electric propulsion. LNG carriers serve a twofold target: they are environmental friendly and they assist to the transportation of environmentally friendly fuel (NG). Dual Fuel advantages Thermal Engines
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
The Dual (Trio) Fuel engine in Gas Mode has already complied with the IMO/MEPC/MARPOL emission restrictions Electric Propulsion with Natural Gas To-date Thermal Engines
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
(operate below their optimum operating area) (In contrast more generators are synchronized)
(high SFOC, high emissions, low efficiency, etc) Generators are not (at least often) selected based on the power demands in ports
the ship operation in ECA’s is a challenge
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Efficiency up/ emissions down in electric power generation Common-practice: 2 gen-sets of A (kW), with 1 in ‘stand-by’ mode Extending the principle of “port”/”harbor” generators More careful selection of 3-4 small gen-sets rather than 2-3 bigger ones Careful Selection of generator sets Target: all generators to operate at >75% of their rated power, assumption in EEDI ‘in-port’ demands” <> (demands in ‘manoeuvering’ ≈ ‘sailing at sea’) Three generators: 2xA(kW) + B(kW) B(kW): meet the ‘in port’ power demands
A(kW) + B(kW) : meet the demands in the other modes the second A(kW) : stand-by Case study: savings in weight, space, and …
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Power Generation (EPG): Optimized Design 3 small instead of 2 big gen-sets
0.00 5000.00 10000.00 15000.00 20000.00 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 Weight (kg)
Weight of Installed Gen-sets
2 gens 3 gens
0.00 20.00 40.00 60.00 80.00 100.00 120.00 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 % Loading of Port Generator
Loading of Operating Gens in Port (% of rated power)
2 gens 3 gens
0.00 %
Difference in Volume (ref. the 2 gen case)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Rules of thumb:
demands in port
points in all distinct modes and scenarios
volume affects fuel consumption)
(portable measuring devices + simulation tools, central monitoring SCADA systems etc),
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Reactive Power balance (not performed up-to-date)
pf=0.8 pf=0.9 P Q Actual operation limits Ideal limits
Region of inductive power factor (Q>0) Region of capacitive power factor (Q<0)
Generator capacity in kVA not in kW P(kW) Q(kVar) S(kVA) Power triangle
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
pf:inductive
Active Power, P Reactive Power, Q
PN1 PN2 QN1 QN2
pf:capacitive
G1 G2
Check the estimated energy demands (kW,kVAr) or kW, pf
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Reactive & Apparent Power balance (not performed up-to-date)
Operation Mode 1
Equipment Rated Input Power PN Service load factor (slf)=(sf).(lf) pf=pf(slf) P=PN. (slf) Q=Q(slf) S
No 1
PN,1 slf1 pf1
P1
(1)
Q1
(1)
S1
(1)
No 2
PN,2 slf2 pf2
P2
(1)
Q2
(1)
S2
(1)
....
... ... ...
… … …
No M
PN,M slfM pfM
PM
(1)
QM
(1)
SM
(1)
Total
(1) tot tot
P S
(1) (1) 1 M tot k k
P P
=
= ∑
(1) (1) 1 M tot k k
Q Q
=
= ∑
(1) (1) 1
kM tot k
S S
=
= ∑
Operation Mode 2
Equipment Rated Input Power PN Service load factor (slf)=(sf).(lf) pf=pf(slf) P=PN. (slf) Q=Q(slf) S
No 1
PN,1 slf1 pf1
P1
(2)
Q1
(2)
S1
(2)
No 2
PN,2 slf2 pf2
P2
(2)
Q2
(2)
S2
(2)
....
... ... ...
… … …
No M
PN,M slfM pfM
PM
(2)
QM
(2)
SM
(2)
Total
(2) tot tot
P S
(2) (2) 1 M tot k k
P P
=
= ∑
(2) (2) 1 M tot k k
Q Q
=
= ∑
(2) (2) 1
kM tot k
S S
=
= ∑ …
Operation Mode J
Equipment Rated Input Power PN Service load factor (slf)=(sf).(lf) pf=pf(slf) P=PN. (slf) Q=Q(slf) S
No 1
PN,1 slf1 pf1
P1
(J)
Q1
(J)
S1
(J)
No 2
PN,2 slf2 pf2
P2
(J)
Q2
(J)
S2
(J)
....
... ... ...
… … …
No M
PN,M slfM pfM
PM
(J)
QM
(J)
SM
(J)
Total
( ) J tot J tot
P S
( ) ( ) 1 M J J tot k k
P P
=
= ∑
( ) ( ) 1 M J J tot k k
Q Q
=
= ∑
( ) ( ) 1
kM J J tot k
S S
=
= ∑
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Operation Mode 2
Equipment Rated Input Power PN Service load factor (slf)=(sf).(lf) pf=pf(slf) P=PN. (slf) Q=Q(slf) S
No 1
PN,1 slf1 pf1
P1
(2)
Q1
(2)
S1
(2)
No 2
PN,2 slf2 pf2
P2
(2)
Q2
(2)
S2
(2)
....
... ... ...
… … …
No M
PN,M slfM pfM
PM
(2)
QM
(2)
SM
(2)
Total
(2) tot tot
P S
(2) (2) 1 M tot k k
P P
=
= ∑
(2) (2) 1 M tot k k
Q Q
=
= ∑
(2) (2) 1
k
M tot k
S S
=
= ∑
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Reactive Power balance (not performed up-to-date)
Operation Mode 1: "Sailing at Sea"
Rated input power PN Service load factor (slf) Ρ=PN.(slf) pf=pf(slf) Q S pf' Q'op S'op Equipment 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Rules of thumb:
(motors at partial load and/or with converters have increased reactive power demands) energy saving lights have relatively increased reactive power demands
active and reactive power
Devices),e.g. reactive power compensators, filters, batteries, converters, motor starters. Each case study could be different.
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Shaft generators (SGs):
generating power on ships
propeller variable speed Benefits:
Drawbacks:
while in port
engine of the ship
26
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
~ ~
Synchronous Generator
Synchronous condenser
Ρ flow Q flow
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
~ ~
Synchronous generator
Synchronous condenser
Ρ flow Q flow
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Shaft Generators
~ ~
Synchronous generator
Synchronous condenser
Ρ flow Q flow Wartsila, Caterpillar «take me home emergency motor» Boosting shaft motor
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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) Permanent Magnet Synchronous Generator Salient Poles Synchronous Generator
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
31
31
P(MW) 2.4 n(rpm) 400 f(Hz) 66.7 Nominal voltage (V) 900
density (A/mm2) 4 Poles 20 Slots 24 Slots/pole/phase 2/5 Air gap diameter (cm) 150 Gap width (mm) 5 Axial length (cm) 48 Tooth width (%) 43 Magnet width (%) 76 Magnet length (cm) 2
Magnetic flux density distribution under full load operation
Winding layout: symmetry in ¼ of the machine
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
32
P(MW) 2.4 n(rpm) 1000 f(Hz) 50 Nominal voltage (V) 900
density (A/mm2) 4 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 Stator yoke 2·tw
Magnetic flux density distribution under full load operation Larger stator & rotor yokes: heavier magnetic circuit
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
different synchronous machines, attempting to optim ize both their perform ance and efficiency
and operation at the non saturation region, even for
load voltage, lower torque ripple (~ 4%) and thus better torque & power quality in comparison with the SPSG.
with reactive power and parallel operation with DGs is allowed.
the elim ination of the gearbox, increasing the whole shaft generator system’s reliability.
33
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Objectives:
Four different operating modes :
Examine the benefits of proposed control scheme compared to the existing configuration, in terms of fuel savings
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
35
230V)
Consumers Active Power (ΚW) Reactive Power (KVAr) Motor Control Centers (MCCs) 1621 1005 Consumers directly connected to 440 V 880.3 545.79 Consumers connected via transformers (440 or 230 V) 638.8 369.08 Thrusters 2192 1359.04
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
The proposed control system for the shaft generators consist of :
Active power control during generator mode Speed control during motor mode
Grid voltage control Dc link voltage control
36
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
37
Grid voltage Vabc
37
Voltage drop 10% while inserting the thrusters which correspond to 69% of the existing ship’s
value at 0.8 sec. The specifications define the limit of voltage drop at 16% of its nominal value for 20 sec. Total harmonic distortion of 2.42 % for the voltage and 3.18 % for the current. The specifications define a maximum of 5% for the total harmonic distortion for both the voltage and current.
FFT analysis - voltage FFT analysis - current
1 2 3 4
200 400 600 800
time (sec) Grid Voltage Vabc (V)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
38
Power Factor improved by 14%
38
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
39 Grid voltage Vabc
39
Voltage drop of 2% for 1 sec, during the insertion
load corresponding to 32% of the systems load. Total harmonic distortion of 2.74% for the voltage and 2.46% for the current FFT analysis – voltage FFT analysis – current
1 2 3 4
100 200 300 400
time (sec) Grid voltage Vabc (V) “Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Motor speed control
time
speed controller 0.04 sec and 23% maximum deceleration of the motor (at 165 RPM) for 400% rise in shaft torque.
time
speed controller 0.06 sec and 38% maximum acceleration (at 330 RPM) for 72% reduction of shaft torque.
Electromagnetic torque
1 2 3 4 5 6 7 8 9 10
50 100 150 200 250 300 350
time (sec) Shaft motor speed (rad/sec)
Speed Speed Reference 1 2 3 4 5 6 7 8 9 10
2 4 6 8 10 x 10
4time (sec) Electromagnetic Torque Shaft motor (Nm)
Torque Torque Reference
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
and diesel generator
maneuvering)
examined vessel
proposed control system
41
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
datasheet
42
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
43
SG DG ΜΕ Load % 66.86 73.25 95 .6 Sfoc g/kWh 192.14 173.08 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
44
SG1 SG2 ΜΕ1 ME2 Load % 71.33 71.33 95.71 95.71 Sfoc g/kWh 173.12 173.12 SG1 SG2 DG1 ΜΕ1 ΜΕ2 Load % 40 40 81.36 98.2 98.2 Sfoc g/kWh 191.89 174.19 174.19
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
45
power) can provide 50% of the rated speed in emergency operation
0.92
to 0.97
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
(inland power generation is more environmental friendly…) (renewables incl. hydros, NG etc less pollutant than HFO/DFO)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013 Fuel EPG: Generators Main Engine EPD: Power Distribution Network EPC: Power Loads (Consumers) Propulsion Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Gen Shaft Motor
Fuel EPG: Generators Main Engine EPD: Power Distribution Network EPC: Power Loads (Consumers) Propulsion Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Gen Shaft Motor
Emission Control Areas: Nearby Coasts and Ports ETS: Emission Trade System
Ship emissions…
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Fuel EPG: Generators Main Engine EPD: Power Distribution Network EPC: Power Loads (Consumers) Propulsion Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Gen Shaft Motor
Fuel EPG: Generators Main Engine EPD: Power Distribution Network EPC: Power Loads (Consumers) Propulsion Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Gen Shaft Motor
Ship emissions…
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Conventional Ship Energy Chain Fuel EPG: Generators Main Engine EPD: Power Distribution Network EPC: Power Loads (Consumers) Propulsion Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Gen Shaft Motor
In Port the main engine does not work
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Fuel EPG: Generators Electric Propulsion Motor EPD: Power Distribution Network Other Power Loads Emissions Ship Electric Energy System Electric Power Management And Control System (EPMACS)
Shaft Motor
Energy Chain of a Ship with Electric Propulsion
Prime Mover
(thermal engine) EPC: Power Consumers In Port the propulsion motors do not work
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
All ship engines are shut-down in port, while power is provided by inland mains via ship-shore power connection
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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 DFO (Diesel Oil): 0.69 tCO2/MWh 0.0139 tNOx/MWh 0.0011 tSOx/MWh 0.0004 tHC/MWh 0.0003 tPM/MWh RFO (HFO): 0.722 tCO2/MWh 0.0147 tNOx/MWh 0.0123 tSOx/MWh 0.0004 tHC/MWh 0.0008 tPM/MWh
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Inland ElectricPower Grid
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Inland ElectricPower Grid
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Inland Electric Power Grid
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
The idea
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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
Difficulties/Challenges: Many small sized units to monitor/manage/control Recommended measures
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Current Research in progress Current Research in progress
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
The idea
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Answer:Yes Flow Batteries
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Answer:Yes Flow Batteries
Exploited in EVs and Wind Parks so far
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Charge ESU’s of ships (during the night : ‘win-win’) Two birds at one stroke
Recommended measures Flow Batteries + Cold Ironed Ships
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Additional features
flow batteries (flow batteries will be installed only in ports)
facilitating the whole effort. Recommended measures Flow Batteries + Cold Ironed Ships
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Voltage power transformer Synchronizer (software and hardware) Switchboard and switch gear Cabling, reel, drums Cable Inputs and outputs Personnel cost
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Voltage transformer Frequency converter Switchboard and switch gear Cabling, reel, drums Cable Inputs and outputs Personnel cost Power provision from grid to Port ???
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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”
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
0.5 1 1.5 2 0.8 0.85 0.9 0.95 1 Time (sec) Voltage rms (pu)
Μ Mεκκ nον n
Breakdown torque Pull-up torque
Locked-Rotor torque
I Mεκκ nον n
Starting Current
Voltage Dip at motor starting
rms voltage
1 sec
Large rated power of motor large dip e.g. Bow thruster
76
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
M ain : G raphs tim e(s) 25 50
0.00 0.50 1.00 y M echanical S peed (p.u.)
Starting-up via a power converter:
final speed w or w/o load
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
In partial loading conditions (up to 60%) the supply via a power converter leads to significant energy savings by up to 35%.
Why??
Losses= [losses independent
load which are related to voltage] + [losses dependent on load which are related to current]
R2 = 0,9972 R2 = 0,9898 R2 = 0,9953 0,1 0,2 0,3 0,4 0,5 0,6 20 40 60 80 100 120 140 Pout [W]
n [-]
σενάριο 1 σενάριο 2 σενάριο 3
R2 = 0,7565 R2 = 0,9891
10 20 30 40 50 20 40 60 80 100 120 140 Pout [W]
n_eff [%]
συντελεστής εξοικονόμησης (A) συντελεστής εξοικονόμησης (B)
Efficiency in partial and full loading Energy saving in partial and full loading
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
0% 1% 2% 3% 4% 5% 6% 7% 8% 9% 10% 20 40 60 80 100 120 140 Pout [W]
THD_V_in [%]
σενάριο 1 σενάριο 2 σενάριο 3 Linear (σενάριο 1) Linear (σενάριο 2) Linear (σενάριο 3)
R2 = 0,9606
0% 50% 100% 150% 200% 250% 300% 350% 400% 20 40 60 80 100 120 140 Pout [W]
THD_V_out [%]
σενάριο 1 σενάριο 2 σενάριο 3 Linear (σενάριο 1) Linear (σενάριο 2)
Voltage Harmonic Distortion THDV_in THDV_out Input Voltage Output Voltage
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
R2 = 0,8614 R2 = 0,9764
0% 200% 400% 600% 800% 1000% 1200% 1400% 1600% 20 40 60 80 100 120 140 Pout [W]
THD_I_in [%]
σενάριο 1 σενάριο 2 σενάριο 3 Linear (σενάριο 1) Linear (σενάριο 2) Power (σενάριο 3)
R2 = 0,9647 R2 = 0,9542
0% 2% 4% 6% 8% 10% 12% 14% 16% 18% 20% 20 40 60 80 100 120 140 Pout [W]
THD_I_out [%]
σενάριο 1 σενάριο 2 σενάριο 3 Linear (σενάριο 1)
THDi_in THDi_out Current Harmonic Distortion Input Current Output Current
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
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.
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Photo-Voltaic (PV’s) Cells onboard
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Photo-Voltaic (PV’s) Cells onboard
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Photo-Voltaic (PV’s) Cells onboard
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Wind Kites Propulsion + Electric energy generation
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
EPMACS-Opt Using EEOI as the optimization criterion of the electric energy system But Other criteria could be used instead
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
EPMACS-Opt
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
EPMACS-Opt
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Efficiency up/ emissions down in electric power systems Optimized operation of electric generation system
20 40 60 80 100 120 140 160 180 200 30 32 34 36 38 40 42 44 time (s) EEOI GHG emissions control without GHG emissions control Conventional control 20 40 60 80 100 120 140 160 180 200 4000 4500 5000 5500 6000 6500 7000 7500 8000 8500 time(s) Cost ( xa cost units) GHG emmissions limitation without GHG emmissions limitation conventional 20 40 60 80 100 120 140 160 180 200 5 10 15 20 25 30 35 40 45 time (s) Active power (MW)) GEN1 GEN2 GEN3 GEN4 LOAD
Power balance Operation cost (it must be multiplied by α cost units, €/fuel kg) EEOI - Energy Efficiency Operation Index EPMACS-opt SEEMP
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Exploiting DC in ship grids DC-Ship (ARISTEIA/EXCELLENCE) project
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Exploiting DC in ship grids
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Technical challenges to face (circuit breakers at High Voltage DC)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Design of heat exchange network
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
99
Pump Generator Evaporator
Turbine
Warm fluid Cold liquid
Pump Pump Working fluid Condenser
Supply energy to network,
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
100
Supply energy to network,
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
101
Supply energy to network
ECO-MARINE (SYNERGASIA-COOPERATION project)
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
102
Conventional ship AES
Reduction of engine friction losses
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
> 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
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Acknowledgments THALIS call DEFKALION Subject: Optimized ship operation (of propulsion and service) via facing Power Quality problems NSRF
ARISTEIA call (EXCELLENCE) DC-Ship Subject: Optimized ship
service) via integration of DC technology onboard NSRF
Centre of Excellence in Ship Total Energy- Emissions-Economy LRF (LRET) SYNERGASIA (Co-operation) ECOMARINE Subject: Optimized ship operation via waste heat recovery
Centre of Excellence in marine electrical engineering FP7-EC
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Green- Electric Ship Solutions Equipment enabling research in the Scientific domain of All Electric Ship Computer Parallel Cluster
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
If you are interested in the marine electrical engineering technology Next (Concluding) MARINELIVE events 2nd International Conference on All Electric Ship Technology (20-21 November 2013) Metropolitan Hotel (ex. Chandris) Open Day 22 November 2013 at NTUA/S-NAME
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013
Acknowledgments
Dr G. Antonopoulos Dr Y. Tsourakis Dr H. Patsios Mr P. Mouzakis Mr E. Sofras Mr T. Kourmpelis Mr T. Koutsouris Dr S. Dallas Dr I. Georgakopoulos Dr I. Kobougias
“Improving the Efficiency of Ship Energy Chain within the All Electric Ship Framework’’
The Greek Section of The Society of Naval Architects and Marine Engineers (SNAME) 19th September 2013