cimac norge electric & hybrid systems 2014 - sintef - · pdf file ·...

CIMAC NorgeElectric & Hybrid Systems 2014EFFICIENCY GAINS FROM ELECTRIC AND HYBRIDEFFICIENCY GAINS FROM ELECTRIC AND HYBRID

APPLICATIONSAPPLICATIONS

INGVE SØRFONNINGVE SØRFONN

Hybrid system configuration

A flexible and efficient energy system with energy storage

HOTEL LOAD

NEW POWERENGINE GEN-SET

POWER GRID&

HYBRID CONTROL

HEAT RECOVERY

PROPULSION

26.June 2014 Electric & Hybrid Marine

ENERGY FROMSHORE

2 © Wärtsilä

FUEL SYSTEM ENERGY STORAGE

How it works

© Wärtsilä 11.Mars 2014 WÄRTSILÄ NORWAY AS

http://www.google.nl/url?sa=i&rct=j&q=&esrc=s&frm=1&source=images&cd=&cad=rja&docid=q1NjSQPdfLe2cM&tbnid=o17GfCJLIyhlQM:&ved=&url=http://www.dialogueearth.org/2011/09/12/whats-going-to-happen-to-your-vehicles-lithium-battery-at-the-end-of-its-life/&ei=VIEXU4e0A4jQywOwlYH4AQ&bvm=bv.62286460,d.bGQ&psig=AFQjCNG4-8-TkT0hjvqJijZjZXN6St8lmQ&ust=1394135566327441

Battery Energy & Power

© Wärtsilä 11.Mars 2014 WÄRTSILÄ NORWAY AS

Battery system


Use of batteries

• Battery power used in harbour to securereduced emissions and lower noise leveland possibilities to use renewable energyfrom shore.

• Improve engine running profile withbatteries to secure lower maintenance,lower fuel consumption and emissions.

• Balancing engine investment cost andenergy storage cost to secure low pay backtime.

5 © Wärtsilä

Important parameters of battery systems

• Life cycle evaluation• Safety measures• Thermal conditions• BMS & Control system• Energy efficiency• Rules and regulations• Cost development• Typical data 1MWh Li-ion

Weight 10 tonsCost 1000$/kWhVolum 30qm/MWh

Energy storage benefits

• Optimized engine operation– Energy storage support operation of engines

at optimal specific fuel consumption

• Reduced engine transients– Energy storage will be used to reduce

transient loads in engines. Transients willincrease fuel consumption and emissions.

– Maintenance cost will be reduced

• Increased redundancy and efficientoperations– Power redundancy requirements requires

engines to run at low loads. When energystorage is accepted as redundant power theengine will operate more efficient on higherloading.

Engine Specific Fuel Consumption

95

100

105

110

115

120

125

0 20 40 60 80 100 120

Engine Load [%]

SFC

[%]

26.June 2014 Electric & Hybrid Marine6 © Wärtsilä

Operational efficiency engine driven gen-sets

• Energy storage solutions improve performanceand efficiency for gen-sets as it runs closer tothe optimum design point and the engine canrun on stable load.

21 May 2014 E&P Hamburg7 © Wärtsilä

Characteristics medium speed TC engines

• Power and torque capabilities

– Turbo charging system enables high powerdensity at high engine rpm

– Load increase capability in kW reduces withspeed (at 50% of the speed, load takingcapacity in kW is 50% as at nominal speed

– Characteristics of TC normally matchingstationary propeller curve (P=n3 , at 80% rpmnot more than 50% of power available)

• Reduced efficiency and increasedemissions in non-stationaryconditions and at low loads

21 May 2014 E&P Hamburg8 © Wärtsilä

Engine operation with redundant energy storage

21 May 2014 E&P Hamburg

Load %

Effi

cien

cy%

0 10 20 30 40 50 60 70 80 90

45

40

35

30

25

20

Batteries increaseloading of running

genset andsmoothen load

fluctuation

9 © Wärtsilä


Power Electronics

Power Electronics:

§ Electronic DC switches§ Filters§ DC/DC inverters§ AFE island mode

Hybrid Control§ Automatic mode control§ Charging control§ Island mode control§ Voltage and frequency control§ PMS interface

10 © Wärtsilä

Hybrid control in real life


Thruster load

Engine power

Battery power

DischargeCharge

11 © Wärtsilä

Electrical solution with LLC

Thruster 4

M

Thruster 2

M

Thruster 3

M

Bus B1

Bus B2

Bus A1

690V

Bus A2

GGG G

Thruster 1

M

450V

LLCUnit

LLC Unit

690V

BatteryBattery

Battery Battery



Battery support for auxiliary power

BB

Motor or generator operationAlternative shaft mounted

Load

DCAC

13 © Wärtsilä

Fellowship


• Qualification and testing of Hybrid technologies

1 DESIGN 2 QUALIFICATION, TESTING & DEMO

2004 2005 2006 2007 2008 2009 2010

EnginesG

Fuelcells

= =

=

M

=

DC grid

Batteries

Fellowship I+II Fellowship III

2013-14

AC grid

14 © Wärtsilä

Fuel saving potential – typical OSV operation


0

20

40

60

80

100

120

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Yearly fuel consumption

Implementationof operationaland technicalimprovementsonboard

20% Implementation of improveddesign and new technology

40%

Operational profiles


75% of the time the loading of the engines is < 50%

16 © Wärtsilä

Operation with energy storage


• 15% reduction in fuel consumption

• 25% reduction in NOx emissions

• 30% reduction in CH4 emission

PSV operation over the year withgas operated DF engines

DP calm weather


• Must operate two engines dueto redundancy requirements

• Hybrid operation with oneengine and battery possible

Conventional = gas electric operationHybrid = engine + battery

DP bad weather


• Must operate two engines dueto redundancy requirements

• Hybrid operation with oneengine and battery possible

• Hybrid operation with two ormore engines and battery

Conventional = gas electric operationHybrid = engine + battery

Load

(kW

)

Load

(kW

)

Time (sec)

Time (sec)

DP bad weather


Transit operation


5-20% fuel savings

Transit operation in waves


6% fuel savings

Harbour and stand-by operations


25-30% fuel savings

Economy of hybrid ships

Annual fuel costs ≈ $ 3,000,000Savings potential ≈ 15%Annual savings ≈ $ 500,000Expected payback time ≈ 4 years

Payback time is based on a new build and anactual operational conditions where theenergy storage is used as redundant sourceand as peak shaving.


Summary

• The vessel operational profile and the power requirement is essential forconfiguration of the hybrid/energy storage system and the estimation of thefuel saving potential.

• The hybrid control is essential for the overall fuel and emission efficiency ofthe vessel

• Overall yearly fuel saving between15-20% is estimated based onmeasurements for case vessel with a typical PSV operating profile in gasmode.

• Reduction in emissions is substatial and will support a sustainable operationwith different fuels.


Thank you !

Ingve SørfonnTechnical Director E&AR&D+47 95732581

More information fromingve.sø[email protected]


cimac norge electric & hybrid systems 2014 - sintef - · pdf file ·...

Documents