Electric and hybrid_marine_world_expo_patrick_baan_062014

04/14/2023 The benefits of hybrid propulsion and electrification

Doc.ID: Revision: Status:© Wärtsilä33 /

THE BENEFITS OF HYBRID PROPULSION AND ELECTRIFICATION FOR VESSEL OWNERSWÄRTSILÄ CORPORATION

PATRICK BAAN24.06.2014

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Content

• Scope• Power management in normal operation• DP operations • Integrated control combining multiple systems• Opportunities of peak shaving• Future outlook• Conclusions

04/14/2023The benefits of hybrid propulsion and electrification2

Doc.ID: Revision: Status:© Wärtsilä33 / 04/14/2023

The most complete marine offering on earth

The benefits of hybrid propulsion and electrification3



Electric Propulsion – Our achievements

4

Increased Energy Efficiency

Redundancy and Reliability

Safety


Mechanical transmission

• Mechanical transmission has highest efficiency,

• But steel shaft is too rigid for demanding applications



Electric transmission

• Electric tranmission has more components

• But provides greater flexability

Is the extra “complexity” worth the flexability?

04/14/2023The benefits of hybrid propulsion and electrification

PMSPower Management System

GEN

POWER DRIVE

FrequencyConverter Motor

Engine

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Benefits of a common power system

• Power supply and consumers connected to a common system

• Power supply can be easily connected and disconnected based on needs

• Consumers can be easily connected and disconnected based on needs

• Consumers are controlled independent from power supplies• Power management system can prioritise consumers to

which power is available



Common power sytems

The benefits of hybrid propulsion and electrification

Mechanic like “first industrial revolution”

Complex and costly to build and control

Pneumatic Widely used for workshop tools. “spill” not harmfull, easy connections

Low energy transmission efficiency

Hydraulic Used for linear motors like in earth moving machinery, propellor blades.

Low energy transmission efficiency.

Electric Very commonly used in many applications.

Very good control possibilities;

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0 25 50 75 100170

175

180

185

190

195

200

205

210Fuel cons (specific)

Engine load [% of MCR]

Sfe

cif

ic c

on

su

mp

tio

n [

g/k

Wh

]Fuel consumption diesel engine

0 25 50 75 1000

200

400

600

800

1000

1200

1400

f(x) = 0.0234997458057965 x² + 8.37096085409251 x + 183.57803762074R² = 0.99552567358208

f(x) = 0.0221698017285223 x² + 9.09529232333489 x + 126.013726487039R² = 0.997746946948655

Fuel cons (absolute)

Engine load [% of MCR]

Fu

el c

on

su

mp

tio

n [

kg

/h]

Y=A*X + B Least possible engines running gives lowest fuel consumption



Scalable power system

Tota

l effi

cie

ncy

Load

Tota

l effi

cie

ncy

Load

Thermal engine

SF

OC

Output

Tota

l effi

cie

ncy

Load

Total vessel

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An avarage winter day at Northsea



Measured load variations – mechanical propulsion – Bit Viking

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4 m significant wave height (about “average” conditions at North sea in Winter)

148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 1660.7

0.75

0.8

0.85

0.9

0.95

1

Torq

ue,

Speed [

per

unit]

Time [s]

Bit Viking 15-10-07

148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 1660.8

0.82

0.84

0.86

0.88

0.9

0.92

0.94

0.96

0.98

1

Pitch [

per

unit]

Time [s]

Torque

Engine speed


Doc.ID: Revision: Status:© Wärtsilä33 / 04/14/2023 The benefits of hybrid propulsion and electrification

Electrical versus mechanical propulsion at sea

Wärtsilä Electrical propulsion:

Can be operated in power control for the propulsor motors:– Load fluctuations from propulsor

“absorbed” by fluctuations in propulsor rpm

– Vessel mass used as energy storage

– Load fluctuations to the common power system limited

– Higher average load can be maintained

– “stationary” fuel consumption

– “stationary” emissions

– Smooth operation of thermal engine

Mechanical propulsion: Control system regulates the speed of the engines– Changes in torque demand to be

controlled within limited speed window to avoid over-/ under speed and ensure engine can deliver enough power

– High load fluctuations exposed to entire drive train

– Risk for surge of turbocharger

– Load peaks to be within engine capability Avarage load well below max power

– Increased fuel consumption

– Increased emissions

– Risk to stall gas engine or trip to diesel

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Thermal engines

Change in load

1. Increase amount of fuel

2. Warmer air

3. More mechanical power produced

4. In case of dynamic loading amount of fuel is already reduced before full power potential reached

Higher exhaust gas temperatureIncreased NOx emissions

Increased amount of unburned fuel in ottocycle engine



Gas engines (otto cycle)

• Lean burn otto cycle gas preferred choice because of lowest emissions

The benefits of hybrid propulsion and electrification

CO2

NOx

SOx

Particulates0

10

20

30

40

50

60

70

80

90

100

NG in Lean burn otto

cycle

HFO Diesel cycle

Em

issi

on

s va

lue

[%]

- 85 %

- 25 %

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Lean burn otto cycle combustion

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16

12

8

4

0.6 1.0 1.4 1.8 2.2 2.6

Operatingwindow

The

rmal

effi

cien

cy [

% ]

NO

x em

issi

ons

[ g /

kW h

]

BM

EP

[ ba

r ]

Air / Fuel ratio

Knocking

Mis

firin

g

0.8 1.2 1.6 2.0 2.4

6

10

14

18

22

Optimum performancefor all cylinders


Doc.ID: Revision: Status:© Wärtsilä33 / The benefits of hybrid propulsion and electrification

Lean burn otto cycle- dynamic operation

04/14/2023

Air/fuel ratio

Knocking

Torq

ue

Mis

firi

ng

Fast control system required to keep gas engine going closest to optimum

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DP operation



DP capability – LLC benefit

• During critical operations remaining capability in case of failure occurs has to be enough for required conditons!



Wärtsilä Low Loss Concept (LLC)

•4 splitt distribution system•Each drive fed from 2 busses

•Two 30-degrees phase-shifted generator lines to cancel THD below 8%•No electrical losses in input transformers

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DP operation in calm weather



Wartsila LLC hybrid

• In DP operation limited / no possability for the power management system to compensate the dynamic loadings from the propulsors with the other power consumers

• To provide the required redundancy in DP operation at least n+1 gensets are to be in operation

• Sufficient power needs to be available to handle the peaks

– The result is low load and dynamic operation

• Similar situation in case of active heavy compensation



DP operation – gas engine example

Typical area for redundant

operations (even with LLC)

Load %

Effi

cien

cy %

0 10 20 30 40 50 60 70 80 90

45

40

35

30

25

20



DP operation – gas engine example

Load %

Effi

cien

cy %

0 10 20 30 40 50 60 70 80 90

45

40

35

30

25

20

Batteries increase load of running

genset and smoothen load demand in DP

operation



Wäartsila LLC Hybrid - peakshaving

04/14/2023

Thruster load

Engine power

Battery power

25The benefits of hybrid propulsion and electrification


Wärtsilä LLC hybrid

• Batteries to provide the “spare” power in case genset is shut down Less gensets can be in operation.

Running gensets are operated at higher load

• Batteries to take the dynamics avaraging the power required from the gensets.

• Instant loading capability of the batteries greatly improve the dynamic performance of the system for enhanced safety



Keep it under control

• Increased complexity of the power sytems made managable with integrated automation systems

• New and lower cost of sensors enable to have better informaton to support decissions of the operator

• New sensors and processing technologies enable for better condition monitoring and failure prevention warnings

• An integrated bridge provides all navigational information through common user interface using multifunctional navigation workstations.

• Wartsila control and communication centre makes the next step by integrating navigation with the vessel control



3C The intelligent integration platform

Multifunction displays: all information easy available to support the master in making his decisions

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ECDISCONNING

RADAR

ECDISCONNING

RADAR

ECDISCONNING

RADAR

WIAS

PMSWIASPMS

GATEWAY

WÄRTSILÄ INTEGRATED AUTOMATION

RAYTHEON SYNAPSIS INTEGRATED NAVIGATION

Multifunction Stations

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3. ECOmeter

2. Weather routing

1. Route planning on ECDIS

Performance optimization

4. Optimized Route plan

5. Speed Pilot

6. Execution

Performance optimization

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What’s next

1. Self controlling redundant systems will gradually replace decission support systems and human decission

2. Ship’s without technical crew, only humans for navigation

3. Remotely navigated vessels

4. Self navigating vessels

• Reduced crew and crew-less vessels offer opportunities to improve vessel efficiency further:– No/less accommodation needed freeing up space for ship's industrial

mission

– No/less power needed to support the human wellbeing which reduces overall energy consumption

– Number of day’s at sea can be increased more freely enabling slower steaming



CONCLUSION

Mechanical transmission has the highest efficiency, but electric and hybrid propulsion can result in better overall system performance by utilising thermal engines at their best:– Electric transmission gives highest flexability to minimize partload

– Common power system increases redundancy

– Power control reduces the dynamics requires from the gensets

– Power management system prioritizes the available power amongs the users

– Batteries will shave the peak load in case of dynamic loading

– Batteries replace low load running gensets

– Yes, it’s worth it!




Patrick Baan

+39 335 776 35 [email protected]

www.wartsila.com

Thank you.

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Electric and hybrid_marine_world_expo_patrick_baan_062014

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