Professional Documents
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Electric & Hybrid Marine Technology International
Electric & Hybrid Marine Technology International
Electric & Hybrid Marine Technology International
October 2013
NAVAL AFFAIRS
Paul English, head of GEs Power
Conversion business, on the OEMs
latest naval developments
and much more!
October 2013
Dieselelectric
shock
CHEMICAL ATTRACTION
As lithium-ion powered propulsion
systems grow in popularity, E&H Marine
asks: Whats next for battery technology?
AT LIBERTY
The inside track at Bourbon Liberty, the
global offshore service provider making
breakthroughs in diesel electric propulsion
DRIVING SCHOOL
The very latest advancements
in high-tech hybrid and electric
propulsion drive systems
Battery technologies | Hybrid systems | Fuel cells | Electric motors | Emissions reduction technologies
Having perfected the legendary Lithium Ion battery in a few key areas, Mastervolt has developed an unrivalled 5000 Wh
powerhouse. The MLI Ultra has an ultra-long lifespan that offers over 2000 cycles; a recharge time of less than an hour;
active cell balancing for efcient and safe use of the eight Li-ion cells; and integrated battery monitoring to further
simplify your system. Whats more, the Ultra communicates directly with your Mastervolt battery charger via MasterBus
to ensure the best possible recharging. Add in the fact that it takes up 70% less space and weight compared to lead
acid batteries, and youll see why this battery is the best choice.
Ultra_215x275mm.indd 1
17-09-13 09:38
CONTENTS
In this issue...
OCTOBER 2013
26
04: Driving force
In a media exclusive,
Paul English, head of
GEs Power Conversion
business, discusses new
technologies, future
challenges and global
trends related to upcoming
emissions legislation
98
36
64
36: At liberty
Underpinned by a diesel
electric propulsion strategy,
Bourbon Liberty continues
to expand, with a fourth
model variant on the way
CONTENTS
104
Contributors from
all corners
Josh Bentall, Paul Garrett,
Richard Kennedy, Stevie Knight,
Wendy Laursen, Philip Morano,
Adam Rahman, Harry Reynolds,
Karl Vadaszffy, Saul Wordsworth
80
Production people
Head of production & logistics:
Ian Donovan
Deputy production manager:
Lewis Hopkins
Production team: Carole Doran,
Cassie Inns, Frank Millard, Robyn
Skalsky
Circulation manager:
Adam Frost
116
EDITORS NOTE
To say 2013 has been an exciting year for us here at E&H Marine is something of an
understatement. Following the launch issue of Electric & Hybrid Marine Technology
International back in April, the response from the industry was so overwhelmingly positive
that not only did we start work straight away on a second 2013 edition, but we also firmed
up plans for a dedicated expo event that will take place in Amsterdam in the Netherlands,
on June 24-26, 2014. Like the magazine, Electric & Hybrid Marine World Expo promises
to be unrivaled in the industry, and will feature the leading names in eco-friendly marine
propulsion development. You can find out more about Electric & Hybrid Marine World Expo
at www.electricandhybridmarineworldexpo.com.
But back to this issue. Having listened to feedback on the launch edition of the
magazine, the aim for this second issue of E&H Marine was to simply build on the platform
we created earlier this year, giving you access to topical, technology-focused features,
senior VP interviews, and thought-provoking papers written for the industry by the
industry. Of particular note are our exclusive OEM interviews with Paul English, head of
GEs Power Conversion business, and Mikael Troberg, head of technology development
at Wrtsil, as well as a battery engineering tour-de-force piece that explores whats next
after this current generation of lithium-ion designs.
I hope you enjoy this edition of Electric & Hybrid Marine Technology International as
much as the launch issue, and I look forward to seeing you in Amsterdam next year at
Electric & Hybrid Marine World Expo.
Dean Slavnich, editor
Commercial colleagues
Publication director:
Mike Robinson
Publication directors:
Michael Blackhurst, Oliver Taylor
How to contact us
Electric & Hybrid Marine
Technology International
Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
+44 1306 743744
electricandhybridmarine@
ukipme.com
www.ukipme.com
Subscriptions
60/US$108 for two issues
IN NER
DEEP BLUE is the worlds first electric production outboard for higher power classes. Comparable to an 80 HP
gasoline outboard, its integrated lithium battery comes with a 9-year capacity warranty. Thanks to its extremely
low running costs, DEEP BLUE can offer a clean and economical alternative for users whose gasoline costs
exceed 5,000 / US $ 6,500 p.a. It goes without saying that DEEP BLUE is also the ideal solution for boating on
environmentally sensitive or protected waters.
Contact us for details: highpower@torqeedo.com
www.torqeedo.com
OEM INTERVIEW: GE
Call of duty
In a media exclusive, Electric & Hybrid Marine gets
some quality time with Paul English, the busy head
of marine ops for GEs influential Power Conversion
business unit, to discuss new global trends, upcoming
engineering developments and key future challenges
WORDS: HARRY REYNOLDS
OEM INTERVIEW: GE
Paul English, head of marine operations
at GEs Power Conversion business,
says all navies are looking for a
reduced emissions footprint, better fuel
consumption and enhanced power
density levels. Pictured here is the UKs
Type 45 destroyer, which is powered by a
propulsion system tested and built by GE
The advantage of a
PMM is that because
of the magnetic flux
density, the motor can
be made smaller for
a given torque rating.
The disadvantage
is that permanent
magnets are expensive
and brittle, and need
to be bonded into the
machine very carefully
OEM INTERVIEW: GE
Type 45 and Type 26 projects
When GE built the propulsion system for the
UKs Type 45 destroyer, there was a desire
to capitalize on the advantages of IFEP
combined with the development of pulse
power sensors and equipment. The Type
45s have the ability to generate 44MW of
electricity and they were the worlds first gas
turbine and diesel IFEP warships.
However, the reduced requirement for the
adoption of pulse power equipment is one of
the reasons, says English, that the next set of
ships for the Royal Navy starting with the
Type 26 frigate features a hybrid configuration.
As a company, GE believes that a much more
robust propulsion system would feature a
design that makes use of two gas turbines, one
per shaft, eliminating the cross-connection
gearbox (and thus removing a single point of
failure) and preserving the independence of
the two shaft lines.
The future direct-drive hybrid propulsion
system boasts a low speed, high-torque
electric motor directly driving the shaft for
cruise operations, and a conventional geared
mechanical prime mover for high-speed boost
operations. The disconnection of the gearbox
under electric drive at lower speeds
means there is less NVH, which ultimately
allows the Type 26 to conduct effective
anti-submarine warfare operations.
This arrangement combines the
advantages of electrical propulsion at low
powers, notably low noise signature and high
fuel economy for long periods, with the
advantages of straightforward reduction gears
at the high powers required for relatively
infrequent, top-speed operation, he adds.
If gearbox-radiated noise is not important,
then the electric motor can drive through the
gearbox. This enables a physically smaller
motor, but higher speed and lower torque, to
be selected, but the gearbox and its
supporting systems remain in use in all
machinery operating modes.
A future hybrid geared motor system will
offer improved fuel economy compared to
conventional mechanical propulsion with
a smaller overall system footprint using a
smaller, higher speed, motor driving through
the gearbox. It could have a conventional
high-speed mechanical prime mover and the
use of a controllable pitch propeller that
would allow the machines to be used as a
motor and generator known as power
take-off/take-in.
In the hybrid propulsion market, we are
seeing opportunities for compact advanced
induction machines, but also, on occasion,
opportunities for permanent magnet
solutions, states English, turning the
conversation to technology designs and
important engineering breakthroughs.
PMM advantages
If gearbox radiated
noise is not important,
then the electric motor
can drive through
the gearbox. This
enables a physically
smaller motor, but
higher speed and lower
torque, to be selected,
but the gearbox and
its supporting systems
remain in use in all
operating modes
We have actually
reduced the footprint
of the electrical
equipment by between
40% and 50%, and
by doing that we are
freeing up more space
on the vessel as the
vessel cargo remains
the same despite the
reduced footprint
OEM INTERVIEW: GE
The Electric Ship Technology Demonstrator
facility in Whetstone, UK, was where
GE engineers tested the full-scale Type 45
Technology crossover
OEM INTERVIEW: GE
DP type applications
In areas such as the special and offshore
supply vessel market, we have been focused
on topologies such as our variable-frequency
active front-end solution that offers the
customer the opportunity to make significant
fuel savings when operating at low load,
which is typical for those sorts of vessels
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sound vibration reduction technology suitable for generators Emission
ol systems Electric pod bow side thrusters Electric hybrid propulsion
ys tems Hybrid electric drive systems
ystem integration
hore ship
sion
ower distribution
haft generator Emission standards Exhaust
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marine technology international
Power
rangers
dly
A matter of control
Bouix says that the sensitivity of the state-ofcharge control device is particularly important
as a voltage readout tends to be an inaccurate
method of inferring the level of the charge
inside new, next-generation lithium-ion cells.
As a result, its worthwhile having a BMS
inside each battery so that they can be
supervised individually, says Doornekamp
at Super B. A decentralized system is not
only simpler to wire together, it also gives you
more redundancy as theres not one master
running the system; even if one battery fails,
the rest can keep working and you dont get the
cascade effect that happens if a battery stops
and dumps its charge onto the next in line.
Safety first
With so many system advantages, including
the big two of lower cost and emissions
reduction, it would seem that the future for
battery technology in the marine world is
plain sailing. Except thats not quite the case;
a massive agenda has complicated things,
namely issues surrounding safety.
Discarding the very public lithium-ion pack
problems Boeing is having with the new
Super B lightweight
Lithium Iron Phosphate - Traction battery
Much smaller
Longer lasting
990380_1_id_SUPB_Adv_DakarMag_Tractie.indd 1
super B 12V160E, 26 kg
19-03-13 09:09
Retrofit requirements
Another interesting battery development issue
and one thats particularly so for the retrofit
market is that of consistency. It has been
accepted by many that new and novel
technology requires massive system upgrades
but why try to make people reinvent their
system just to put in the lithium-ion
batteries? asks Tartaglia. He says that
STEYR MOTORS
Parallel
propulsion
The installation
For the powertrain to achieve maximum
fuel efficiency, the load profile has to be
changed into areas of good fuel consumption
in the IC engine. In worse areas, the IC
engine has to be switched off. For both
measures, the HDS consists of a standard
marine driveline (an IC engine, gearbox,
propeller shaft and propeller) and in addition
one electric machine (EM) in combination
with batteries. The EM is installed between
the IC engine and the gearbox and can be
used in generator or propulsion mode. To
enable pure electric driving, the IC engine
STEYR MOTORS
Figure 1 (left): Propulsion
mode settings for the driver
Figure 2: The Steyr parallel
hybrid propulsion system
has a power output of 7kW
at 48V and weighs 75kg
STEYR MOTORS
Hybrid behavior
Figure 5 demonstrates the behavior of the
hybrid mode during a speed increase up to
full propeller speed. The system starts and
the hybrid mode is activated. After an initial
system check, the driver can accelerate with
the pedal. At low speeds, the EM is active and
the IC engine doesnt run, thus enabling fast
maneuvering. Depending on the vessel hull
Figure 6: Example of a
typical hybrid installation
1
Engine Torque [Nm]
2
3
30
25
20
15
10
5
0
4
6
Speed over Ground[Knots]
10
Engine Torque
Pure electric
driving
Crankshaft Speed
AVL has long been a world-leader in combustion engine powertrain development. This expertise remains
important in the field of hybrid powertrains, both on
land and at sea. And, combined with our knowledge
of the latest battery, e-motor and inverter technologies,
it means that we offer the best solutions for your hybrid
development.
15813_ins_3ships_215x275_E.indd 1
We give our customers tools for the whole development process, from small pleasure boats up to massive container ships.
We can help you navigate your development process
however you choose to travel.
www.avl.com/hybridmarine
26.08.13 16:05
Sailing
T
silence
Post-petroleum vision
Our Services
> Turnkey delivery of energy efficient solutions for retrofits
> Engineering and delivery of energy efficient solutions for new builds
> Energy efficiency analysis of propulsion machinery and electrical systems
> Selectivity calculations of electrical systems
WE Tech Solutions Oy
>
www.wetech.fi
>
>
Email: solutions@wetech.fi
www.theswitch.com
DIESEL-ELECTRIC DEVELOPMENTS
Streamlined
drive systems
The demands of environmental regulations are pushing equipment
manufacturers to reduce the installation footprint of their systems
WORDS: WENDY LAURSEN
Greater performance
Paul Jamer, corporate development VP at
Aspin Kemp & Associates (AKA), sees
developing battery and ultra-capacitor
technology as supporting the demand by the
industry for greater performance optimization
over a range of operating conditions, again as
a way for ship owners to save fuel and reduce
emissions. AKA is finding increasing demand
for their XeroPoint hybrid system. The
technology consists of a diesel engine and
an electric motor that independently or
simultaneously drives a propulsion shaft.
Along with the increased flexibility and
redundancy benefits, the system has reduced
DIESEL-ELECTRIC
DEVELOPMENTS
XXXXXXXXXXXXXXX
Super B lightweight
Lithium Iron Phosphate - Starter battery
Much smaller
Longer lasting
990380_2_id_SUPB_Adv_DakarMag_Starter.indd 1
12-03-13 09:48
DIESEL-ELECTRIC DEVELOPMENTS
DIESEL-ELECTRIC DEVELOPMENTS
Propulsion standardization
is becoming an important
element to meet the needs
of boat owners and ship
makers around the world
LIBERTY EXPANSION
LIBERTY EXPANSION
Launch
vessel
LIBERTY EXPANSION
Liberty by numbers:
Bourbon Liberty vessels ordered or delivered:
Bourbon Liberty 100 series PSV
Bourbon Liberty 150 series PSV
Bourbon Liberty 200 series AHTS
Bourbon Liberty 300 series AHTS
Total Bourbon Liberty series fleet in 2014
22
15
54
20
111
LIBERTY EXPANSION
Preferred propulsion
Designed in conjunction with Guido Perla and Associates
and Shanghai Design Associates, and built by Sinopacific
Shipbuilding in China, all Bourbon Liberty vessels have
diesel-electric propulsion that reduces fuel consumption
by up to 30%. They are DPII with three main thrusters,
two auxiliary bow thrusters and three main generators,
providing exceptional maneuverability and the required
redundancy for DPII certification. The PSVs have over
30% more below-deck cargo capacity compared with
traditional PSVs as their engines are located at main deck
level, rather than below.
The best fuel economy is provided when it is possible
to adjust the power generation to the demand, outlines
Olivier Daniel, newbuilding managing director at
Bourbon. Specifically, the operating scenario that
provides the best fuel economy is when the vessel is
operating in an offshore field, around offshore platforms,
or in standby mode offshore. This is why Bourbon decided
for diesel-electric solutions as part of its fleet strategy.
Taking the Liberty 300 AHTS vessel as an example, at
maximum speed, fuel consumption is rated at 26 tons
at 13.8kts; at service speed (two engines operating at
80%) 18 tons a day at 13kts; at economic speed (where
one engine operates at 80%) nine tons a day at 10.5kts;
and in standby mode (one genset) with 4.5 tons a day in
moderate environmental conditions. Most operations,
power wise, only require two engines, two main thrusters
and one bow thruster, adds Daniel. In other words, there
is always one key component as a back-up.
C3Cockpit
Whisperprop
electric drives
easy to use
silent cruising
POWER OUTPUT:
WEIGHT:
22 kW at 48 V
Bus-System
Fischer Panda
eMotion Generator
Tel.
Email
Web
easy to install
230V on board
Power just like at home
ADDITIONAL LENGTH:
215 mm (8,5 )
www.steyr-motors.com
hybrid_halfpage_183x115.indd 1
19.09.2013 07:27:59
LIBERTY EXPANSION
Standardized elements
Electronic Power Design (EPD) is the vendor
and electrical integrator of the system that
consists of standardized elements, including
high-speed diesel engines for power
generation; switchboards and panel boards
for power distribution; rectifiers and
transformers for power conversion; and
industrial marine electric motors that drive
the thrusters.
The main diesel generators are typically
Cummins KTA50 engines with a Cummins
Turbo Technologies exhaust gas-driven
turbocharger thats mounted at the top of the
engine or CAT 3516 generators provided by
Caterpillar. The two main thrusters are
typically 360 azimuthing Z-drives from
Steerprop with the third thruster being a
similar fixed Z-drive. The two bow thrusters
tend to be from Berg.
Equipment brand, power and layout may
all differ slightly, but the topology of the
system is similar on all series, continues
Daniel. However, the Bourbon Liberty 150
and Bourbon Liberty 300 series have been
designed to provide Bourbon customers with
an extension of the service provided by the
Bourbon Liberty 100 and Bourbon Liberty
200. For example, both the Bourbon Liberty
LIBERTY EXPANSION
Extending benefits
LITHIONICS BATTERY
Intelligent energy
management
Battery management systems are answering the critical global need
for safer forms of energy and large-scale renewable energy storage
WORDS: STEVE TARTAGLIA
Dual-channel BMS
First, BMS programming points for HVC,
shunting and LVC should follow the
lead-acid charging algorithms already
embedded in the existing charging sources.
Lithionics Battery decided two years ago to
offer a BMS that follows the GEL settings
for charging. However, transformer-based
chargers lack accuracy in many cases, and
HVC can occur. Therefore, a dual-channel
BMS has been developed by Lithionics
Battery. Basically two BMS units in one,
one pathway is for charging currents and a
separate pathway is for discharge currents.
It is fault-tolerant, which permits HVC to
trip and disconnect the incoming charge
current without disconnecting the power
flow. For example, a yacht entering a
harbor is being solar charged. A charging
voltage spike occurs, HVC is tripped, and
the yachtsman is now without power to the
ships navigation systems. Fortunately, the
dual-channel NeverDie BMS can solve that
particular problem.
LITHIONICS BATTERY
LITHIONICS BATTERY
Alternator/generator control
Looking ahead
Lithium-ion batteries provide huge gains in
weight savings and energy density, and
support modern systems such as DC-powered
air-conditioning systems. Customers also
report that there is a real return on
investment when using these batteries.
However, investment in a lithium battery only
makes sense if it allows the boat owner to use
the existing systems. The gains are also lost if
the battery causes another component to
fail. Lithionics Batterys aim with the
NeverDie BMS is to ensure that the
performance improvements and
cost savings stay in the yacht
owners pocket. So, it has to
be safe, and it also has to
be easy.
DC Common busbar
ultra-fast control
redundant systems
excellent reliability
high power demands
fuel savings
add
additional fuel savings by variable speed
less green house gases
lower operating cost
21 References
e-power pack
e-remote diagnostics
UPS
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From road
to wave
Cross-industry perspective
With many years of experience designing
hybrid, electric and fuel cell ground vehicles,
HDS engineers realized that hybrid and
electric vehicle technologies can be
transferred to marine propulsion applications
to achieve similar benefits including
HYBRID DESIGN
MAGNOMATICS
SERVICES
Flexible simulations
Selecting the right propulsion for a vessel is a complicated
task. To simplify high-level architecture decisions, HDS
uses its virtual prototyping and simulation techniques to
quickly perform multidimensional trade-off analyses
(including Pugh analysis tools) to compare various
propulsion architectures. Each propulsion combination
is evaluated against goals derived from customer
requirements, regulations, competitor products and
environmental concerns. Down-selected architectures
are further studied by performing trade-off analysis at
the subsystem and component levels.
For electrified propulsion systems, component-level
virtual models for electric motors, transmissions and
energy storage devices (such as lithium-ion, Ni-MH, and
ultra-capacitors) are used to assess potential options for
various architectures. With input from the customer, the
system architecture is further defined and analyzed to
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Rock-solid designs
After careful analysis of the virtual model simulations, a
final detailed architecture is selected, and detailed design
work begins. HDS uses many industry-standard 3D CAD
design tools to create detailed solid models of components
and systems. This enables the team to perform detailed
packaging and integration studies to ensure everything
fits together and that buoyancy and equilibrium of the
base vessel are not disturbed. Similar to the virtual vessel
models, HDS also uses 3D packaging studies to
understand the trade-offs between competing propulsion
technologies, vendors and system configurations prior to
building any physical prototypes. For example, motors
incorporating different technologies (such as switchedreluctance or induction) may both work for an application,
but may require unique controls, and unique gearing or
possibly a transmission depending on the application.
Therefore, to understand which system is the best for any
given application, entire propulsion system complexity,
cost, performance and 3D packaging models must be
studied to select the best possible fit for an application.
The HDS solid models are also used to perform detailed
thermal and fluid analysis as well as static and dynamic
structural finite element analysis, since nautical
applications must be able to withstand constant pitch, roll
and shock. Along with CAD model generation and CAE
studies, trade-off studies and simulations, HDS provides
comprehensive system- and safety-engineering support.
This includes the development of system specifications,
failure mode and effects analyses, preliminary hazard
analyses, interface control documents and boundary
diagrams. These documents are critical to ensuring the
propulsion system is correctly designed to function as the
customer expects, even in extreme operating modes, and
that any potential failures are identified, prioritized and
addressed before prototypes are tested.
During the detailed design process, HDS places a high
value on off-the-shelf components and flexibility for
critical propulsion system components. Pin explains,
High flexibility, especially in motor, inverter and energy
HDS undertakes
proprietary cell thermal
characterization testing
and cell thermal
simulations that predict
the amount of waste heat
generated by battery cells
Getting more
from less
Cavotec designs and manufactures a comprehensive range of automated and power control systems for the ports sector. Its offering
includes the unique MoorMaster mooring technology, shore-to-ship Alternative Maritime Power (AMP), and motorised cable systems.
The Groups technologies for ports include also Panzerbelt cable protection systems, crane controllers, marine propulsion slip rings, power
chains and connectors, radio remote controls and spring driven cable reels.
info@cavotec.com
www.cavotec.com
Inspired Engineering
CAVOTEC
One-stop mooring
and charging solution
Automated mooring and a high-tech shore power
system solutions point to a cleaner shipping future
WORDS: YANN DUCLOT
Project challenge
The project will see Cavotecs automated mooring
technology, MoorMaster, be integrated with another of
the groups innovations an automated shore power
connection incorporating a Cavotec automatic plug-in
system (APS) to create a single one-stop shop solution
that will first moor and then connect the ferry to electrical
power to charge its batteries.
This high-tech combination is the result of a challenge
laid down in 2011, when Norways Ministry of Transport
and Communications launched a tender for the
development of environmental ferry concepts to serve
the Lavik-Oppedal route. At the time, the competition
attracted a number of specialists in the maritime sector,
including naval architects and ship propulsion engineers
who worked on the project for two years.
Two key engineering hurdles that had to be tackled at
the very start of the project were the power grid capacity
at the berth, and charging the ferry battery sufficiently
during the short periods of time that the ferry is in port
(up to 10 minutes). As is often the case, while a technology
provides a solution to a given challenge, its
implementation can frustrate its ultimate success, and this
was a particular issue that the project faced during the
early planning stages.
CAVOTEC
However, with its extensive engineering expertise in a
wide variety of sectors, and a network of engineers based
locally in Norway and worldwide, Cavotec had a critical
role to play in the project, helping to overcome these early
and very critical implementation challenges. The groups
leading position in the development of automated
mooring and shore power systems were two key areas
of expertise that the project could tap into.
As a result, Cavotec set up a dedicated project team of
engineers drawn from the groups center of excellence in
Italy, New Zealand, Norway and the UK, with their brief
being to engineer a solution that enabled the automated
mooring and charging of the battery-powered ferry.
The interdisciplinary and geographical breadth of the
multinational team ensured Cavotec was able to develop
a range of uniquely innovative solutions for the project.
Cavotecs acclaimed
automated mooring
technology, MoorMaster
(top), has been integrated
with the companys
automatic plug-in system
(APS) (left), to create a
single one-stop shop
solution that will first
moor and then connect the
ferry to electrical power
to charge its batteries
CAVOTEC
POWER TECHNOLOGY
Sustainability
Reliability
Partnership
Find us on:
facebook.com/stadt.as
linkedin.com/stadtas
www.STADT.no
FISCHER PANDA
Generation
T
game
Dynamic drives
In order to introduce existing and new hybrid
drive concepts, Fischer Panda has equipped
several company-owned boats of different
classes with its own Whisperprop hybrid
drive systems. The Fischer Panda Sloop is
equipped with a rotatable 10kW pod-motor
called Aziprop, and a Kort nozzle for a 20%
increase in thrust. The electric direction
control, called eMove, and a 10kW/48V
generator complete the test boat for Fischer
Pandas 48V systems.
The eMove is a complete motor mounting
with rudder control for 10kW/48V propulsion
systems. This allows the Aziprop motor to be
rotated by 180 using an electromechanical
linear actuator. High operational safeguards
are ensured by synchronous operation and a
redundant bus communication setup. In an
emergency, the system can be manually
operated using mechanical switches.
The 48V Whisperprop hybrid drive system
can also be equipped with an eMove
Autopilot that is suited for motor and sailing
yachts. It can be combined with symmetricalhydraulic systems. Positioning data received
by the GPS module is compared with the
rudders position. A desired course can
automatically be maintained with a single
touch of the C3 cockpit.
Command, control and communication are
the three key elements of the all-new C3
cockpit. All components are connected via a
bus system, so they communicate with each
other by sending and receiving signals for
further processing. The status, parameters
and values of all connected components,
including the drive system, control panels,
generator, onboard devices and batteries are
each displayed so that the captain has full
FISCHER PANDA
Electric
Electric&&Hybrid
HybridMarine
MarineTechnology
TechnologyInternational
International////October
October2013
2013////105
59
FISCHER PANDA
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TORQEEDO
High-tech
electric propulsion
A rigorous focus on cutting-edge technology, R&D and new production
processes, as well as optimizing performance, comfort, safety and
economic features, has made one German supplier a key player
in electric and hybrid marine technology
WORDS: DR CHRISTOPH BALLIN
TORQEEDO
TORQEEDO
TORQEEDO
battery chemistries vary in the ways in which
they can react. In the early years of lithium
battery production, highly reactive materials
like lithium-cobalt were commonly offered
on the market. Nowadays, however, safer
battery chemistries such as LiFePo and
LiNMC are commonplace. As such, it is
important to choose the appropriate battery
chemistry in order to ensure maximum
lithium battery safety.
The second focus to Torqeedos five-step
process centers on the safe packaging of
individual cells. As a company, Torqeedo uses
only so-called safety cells, which are welded
steel cylinders equipped with multiple
hardware safety mechanisms. Alternative
packaging, such as foil-welded cells, offer a
reduced safety standard because they dont
provide effective protection against internal
short circuits of the cells (exceptions are
foil-welded cells with ceramic separators,
which provide safe packaging but are
extremely rare on the market).
The third focus area for Torqeedo is precise
and clean production processes at the cell
manufacturer level. Cells with proper battery
chemistry that are packed into the battery
system correctly will ultimately not be safe if
the production processes of the cell
manufacturer are not extremely clean and
precise. As a result, Torqeedo recognizes this
critical fact and only uses battery cells
produced by renowned Japanese, Korean and
American manufacturers.
The next focus area with regards to battery
safety is incorporating an advanced battery
management system (BMS) with additional
safety features. Unlike lead-based batteries,
Systems engineering
As a company, Torqeedo believes that
performance is best enjoyed when combined
with convenience. As such, Torqeedos
systems allow motors and batteries to be
switched on and off, simply at the push of a
button. Products and components can be
designed to connect via an electronic button,
enhancing user friendliness. Motor
information can be married with battery data
and GPS receiver information to provide the
user with meaningful range forecasts. Whats
more, waypoints can be integrated into the
onboard computer and audible alarms warn
the driver when the battery gets low. These
examples are just some of the noteworthy
convenience system features embedded into
Torqeedos propulsion systems.
TORQEEDO
A full Deep Blue system consists of the
following components: Deep Blue outboard,
with 98% motor-efficiency, in its own
waterproof housing suitable for saltwater
cooling, with optimized gear and optimized
propeller with hub-vortex vane; and highvoltage batteries, which are the fruit of a
collaboration between Torqeedo and Johnson
Controls. The Deep Blue batteries roots come
from the automotive industry, but for this
development they have been adapted for
marine use and are waterproof according to
IP67. The batteries are fully integrated into
Deep Blues data and safety subsystems, with
the pack coming with a nine-year capacity
warranty, even if the batteries are used on a
daily basis. Detailed analysis has shown that
after nine years of continuous use, the battery
pack will still retain 80% of original capacity
a leading result in the marine sector. The
Deep Blue charger, which also derives from
the automotive industry, is fully waterproof.
The charging capacity can be controlled via
the display.
Deep Blue also features an onboardcomputer and touchscreen 5.7in display with
14 different screens. Information provided
includes: power consumption, speed over
ground, GPS-based range, distance and travel
time to up to four individual waypoints,
battery health, motor run-time and much
more detailed data. Finally, Deep Blue also
has a connection box that enables waterproof
connection of all Deep Blue electrical and
signal cables.
The fastest growing exhibition focused on next generation advanced battery technology
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Environmental relief
Liquefied natural gas is helping the shipping industry to meet the key challenge of reducing
emission levels of gases such as sulfur and nitrogen oxides, as well as particulate matter
WORDS: TINA FAHJE AND RALPH LEHMANN
pioneering
With Beckers two newly developed LNG concepts, the company
is proving once again its innovative spirit on behalf of our environment.
The Wadden Sea Ferry with its ground-breaking LNG HYBRID drive signicantly
reduces the negative impact of passenger shipping on shallow European
coastal waters.
Additionally, the LNG HYBRID Barge generates energy for cruise ships lying in port.
Compared to the current method of producing energy using their on-board diesel
engines, the implementation of power supply by the LNG HYBRID Barge will lead to
a dramatic reduction of harmful particle emissions during harbour layovers.
W W W. B E C K E R - M A R I N E - S Y S T E M S . C O M
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AVL
Complex interactions
The biggest challenge in hybrid powertrain
development is the complex interaction of all
the different components in the system. For
virtual
DESIGN
real
CAE
MIL/SIL/HIL
COMPONENT TESTB
AVL
Driveshaft
Clutches / Transmission
Propeller
Propeller
Engine
Fuel Tank
Propulsion
Control Unit
e-Motor /
Generator
Inverter
Onboard
Charger
Battery
Process
ENT TESTBEDS
SYSTEM TESTBEDS
IN-WATER TESTING
AVL
AVL
Driveshaft
Clutches / Transmission
Engine
Fuel Tank
Onboard
Charger
Propulsion
Control Unit
Driveshaft
Clutches / Transmission
Propeller
Engine
Fuel Tank
Propulsion
Control Unit
e-Motor /
Generator
Inverter
Onboard
Charger
Battery
Driveshaft
Clutches / Transmission
Propeller
Engine
Fuel Tank
Propulsion
Control Unit
e-Motor /
Generator
Inverter
Onboard
Charger
Battery
Driveshaft
Clutches / Transmission
Battery
Inverter
e-Motor /
Generator
Propeller
Engine
Fuel Tank
Propulsion
Control Unit
e-Motor /
Generator
Inverter
Onboard
Charger
Battery
AVL
component testing: will the component meet
the design requirements for performance and
durability over the expected lifetime of the
system and in all operating conditions?
To properly test an engine from a typical
hybrid configuration, the properly calculated
load described above to load the engine with
a dynamometer is not only needed, but the
load effect from the e-motor must also be
considered. This would typically mean that
during certain situations the e-motor has a
positive effect on the load (adding load if the
e-motor is generating to charge the battery)
or a negative effect (reducing load when the
e-motor is motoring).
For this, a model of the e-motor (from
earlier in the development process) is added
in the modeling environment on the testbed
and the load on the engine from the
dynamometer is compensated for this.
Taking it to the next level, the models of the
power electronics and battery are also used
to give additional accuracy and calibration
options for the engine and the system.
Testing of the e-motor is actually quite
similar to the concept used for the engine,
but more models move into the electronics
power supplies for the e-motor. The load
on the propulsion system is calculated from
the environment and the engine model and
the e-motor is loaded by a dynamometer.
A battery emulator is used (instead of just
a DC source) with a model of the expected
battery to emulate the actual electrical
characteristics of the battery. A universal
inverter is used and configured to emulate
the expected inverter for the e-motor.
The inverter is the heart of the electrical
power system in a hybrid powertrain. Proper
design, development and testing of this
crucial component are key to performance
and efficiency. The ability to test for e-motor
faults (shorts in the windings and encoder
failures) and production variances leads to a
more robust inverter. In this situation, the
e-motor is replaced with an e-motor emulator
that uses highly accurate and fast power
electronics to emulate the e-motor phases to
the inverter with full power.
As the rest of the system is emulated, tests
on the inverter can also include a number
of situations that would be difficult to repeat
on an e-motor testbed, such as catastrophic
e-motor failures.
Gearbox
Engine
e-Motor
Engine
e-Motor
Battery testing
Finally, for proper testing of a battery used
in a hybrid marine powertrain system, the
environment the battery will live in and the
very dynamic loads on the battery must be
considered. Luckily, due to the nature of
water, very low temperature tests are not
typical (except for storage), but the extreme
temperatures found in tropical boating should
be considered. This, along with the motion
and effect of waves on the cooling system
and the battery welds, presents an extremely
tough environment for the battery.
The battery testbed usually consists of
an environmental chamber to simulate the
temperature on the battery, and an e-storage
tester to charge and discharge the battery
based on the calculated demands. To further
test the physical abuse to the battery, a
motion table can also be used to simulate the
Successful development
New challenges are presenting themselves
to all methods of transportation every day.
Designers and engineers all over the world
are exploring methods of solving these
problems and many of those solutions are
increasing the complexity of the powertrain.
Efficient development and testing
methodologies need to be incorporated
into the development process to be
successful. AVL has developed and is
using a complete toolchain of software
and hardware tools, with an advanced
methodology as the framework, to
successfully develop complex hybrid
powertrains for all types of applications.
SUPER B
Battery
breakthrough
Big advantages
Compared with the majority of liquid fuels
the energy density is relatively low, however,
the big advantage is that the batteries only
consume space rather than expensive energy
sources. The most exciting technical
developments, though, are in the series range,
where Super Bs complementary technology
provides a wide range of options. The Super B
traction battery is designed to fit inside any
19-inch Lloyds-approved enclosure system
and a standard enclosure can house as many
as six Super B SB24V4.2kW-BR batteries. In
other words, 4.2kW x 6 = 25.2kW per
cabinet. The batteries can be placed in series
up to 1,000V, and an almost unlimited
parallel wiring is possible.
SUPER B
SEMIKRON
Highly integrated
inverter systems
Marine applications require
reliable electrical drive systems
that can operate in harsh
environments. Affordable
semiconductor technology
is critical to help develop
hybrid marine projects
WORDS: ROLAND MHLEMANN
SEMIKRON
SEMIKRON
Robust inverter
The SKAI2 HV platform is made of highly integrated
inverters that provide the ideal powertrain solution for
mobile electric and hybrid applications. Initially aimed at
on- and off-road vehicles and agricultural machines, the
specification of these inverters is equally well suited for
propulsion and generator systems in the marine industry.
Power densities of up to 20kVA per liter provide a
notable size reduction compared with other available
standard 600V/1,200V IGBT inverter products. The
systems are designed to operate with supply voltages
of 150-800V and with output power ratings of up to
250kVA. Corresponding current ratings are 300A RMS
continuous, 500A RMS overload for 30 seconds (600V
IGBT system) and 400A RMS overload for 30 seconds
(1,200V IGBT system). Higher power demand may be
covered by the operation of two SKAI2 HV inverters
on a six-phase electric machine.
All SKAI2 HV systems are fully qualified using analysis,
such as highly accelerated life testing (HALT) and
end-of-component-life testing, with failure mode and
effect analysis (FMEA) conducted at all critical points of
the design-development cycle to ensure that they are in
Power densities of up to
20kVA/liter provide the
SKAI2 HV platform with
a notable size reduction
compared with other
standard 600V/1,200V
IGBT inverter products
SEMIKRON
Extensive marine endurance
The PlanetSolar project, which was the cover story in
the launch issue of Electric & Hybrid Marine Technology
International, accomplished the first ever fully electric
journey around the globe with a solar powered
catamaran. At the core of the electrical powertrain at the
heart of the MS Tranor solar yacht is Semikrons SKAI2
HV inverter system, which was subject to very extensive
endurance and reliability testing in harsh environments.
The idea behind the project completing a round-theworld journey with a solar electric yacht sounds simple,
but from the first program plan to realizing the end goal
and completing the mission, a myriad of technical
challenges had to be solved. One of the biggest
engineering hurdles was the electrical powertrain of the
ship, and as such, Drivetek was given the task of leading
the powertrain development project.
Given the tight schedule of the entire program, Drivetek
decided to rely on Semikrons off-the-shelf automotive
graded high-voltage SKAI2 HV inverter platform for
integration into the ships powertrain. As a result, Quasar
motor control software was the natural choice for the
control of the ships two propellers, with the liquid cooled
permanent magnet synchronous motors, as well as the
complete powertrain system, being designed and
integrated into the catamaran by Drivetek engineers.
The technical specification of the ship is truly
impressive: installed solar panels that cover 537m 2
on the surface of the yacht and weigh 95 tons,
provide photovoltaic power of 93.5kW. With
this setup, the catamaran was able to
circumnavigate the globe in 584
days, with the project
reaching its climax
when the team
Engineering
change
Public perception
Its not just the vast range of engine types, fuels
(including electric propulsion) and emissions
legislation that play an important role in
shaping future developments for the marine
industry. Public opinion, says Troberg, can
have even more influence than state-of-the-art
propulsion systems.
There are certain issues that can have a
dramatic effect on development. Operators can
be subject to pressure from things such as visible
smoke in the harbor areas or methane slip. This
kind of issue is even more difficult to predict than
the change in fuels, explains Troberg.
Take the issue of methane slip. It is something
we had been working on simply because it
impacts on efficiency, but this suddenly rose in
importance in Norway and very quickly became
a public issue. However, there were no limits or
values to engineer around you cant work with
something that simply says as low as possible.
This is why, says Troberg, the time between
public opinion making itself felt, and legislation
nailing the figures down, can be murky for
engineers. With legislation, at least you have a
schedule and a forum to get involved with policy
public opinion is far, far more volatile, but we
just cant ignore it. Its a very new ingredient in
the engineering.
A matter of control
But such advanced propulsion technology needs a huge
element of control, as Troberg outlines: A lot of research
went into gaining the most efficient gas admissions and
exhaust configurations there are many possible positions
to evaluate, but in the end it was determined by the need to
rely on flow characteristics, so we have put it close to the air
inlet valve, which gives good control over both the quantity
Hybrid sales
Proving its expertise in the hybrid
arena, Wrtsil earlier this year
received a key repeat order to provide
a hybrid exhaust gas cleaning and
SCR system to a major customer.
The state-of-the-art technology
complies with international sulfur
limits including the North American
ECA, the 2015 0.1% ECA in Europe,
the worldwide 0.5% sulfur limit from
2020, and Tier III IMO NOx limits
from 2016. The hybrid exhaust gas
cleaning technology also enables
the choice between open-loop and
closed-loop scrubbing to be made
at any time, therefore maximizing
control. Such an engineering setup
means that exhaust gas cleaning
using only seawater can be enabled at
sea, but while maneuvering (or when
in port) the system can be closed,
recirculating the water already within
the scrubber. In addition, the SCR
system, which is integrated into the
engine downstream of the exhaust
gas turbine, will remove up to 95% of
NOx from the vessels emissions.
Sigurd Jenssen, director of
exhaust gas cleaning for Wrtsil,
says, This repeat order further
validates scrubbing technology as a
proven, efficient and cost-effective
method of meeting and exceeding
ECA compliance, and is evidence
of the strong customer partnerships
that we develop, and the quality of
the systems that we provide.
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TECHNOLOGIES
AND SERVICES?
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MAGNOMATICS
MAGNOMATICS
Direct drive
systems
A new type of electrical machine that combines the high torque
density of the magnetic gear and the functionality and performance
of a brushless permanent magnet machine aims to develop more
power-dense, lightweight and efficient podded propulsion units
WORDS: DAVE LATIMER
Multiple benefits
The benefits of podded propulsion units for marine
applications are well accepted and include increased
maneuverability, greater efficiency, and reduced noise and
vibration. The generator set powering the pods can be
located anywhere in the vessel. The pods themselves can
be installed at the optimum position on the hull to reduce
hydrodynamic losses. Using a very efficient and compact
electric drive multiplies these benefits. Magnomatics is
developing such a machine the Pseudo Direct Drive
(PDD) by combining a high-speed electrical machine
with a magnetic gearbox.
This motor offers key benefits for marine propulsion. It
increases the electrical efficiency by up to 7%. Moreover,
it can reduce pod diameter by up to 30%, thus bettering
hydrodynamic efficiency by up to 10%. It is calculated
that use of a PDD podded system can increase total vessel
efficiency by up to 25%. There will be further benefits
since magnetic gears require minimal maintenance and
increase system reliability.
In a recent case study, the application of a PDD
propulsion pod to a vessel resulted in predicted annual
fuel savings of nearly 19%. But how does the PDD work?
MAGNOMATICS
SURVEY
13%
CRUISE
41%
T
CH %
A
6
Y
Y
F ER R
6%
>15MW
33%
0-5MW
38%
IC E
BR E
A
9 % K ER
SERVICE/RIG
12%
TANKER/
CARGO
13%
10-15MW
20%
5-10MW
9%
MAGNOMATICS
Figure 4 (left): A
magnetic gear can be
incorporated into a
conventional stator
with the outer array of
magnets attached to
the inside of the stator
Figure 5 (right): A PDD
offers good efficiency
even at relatively low
power output levels
STADT
Refining all-electric
ship propulsion
All-electric ship propulsion has long been the standard for cruise
ships and LNG carriers. Now, lossless AC converter technology is
capable of making the system even more efficient and reliable
WORDS: NORA LONGUM
Battery boosting
Stadts all-electric solutions can easily
implement the use of alternative energy
sources such as rechargeable batteries and
fuel-cell technology. A battery will be used to
minimize emissions in different operating
modes, working together with diesel or
LNG-operated gensets. The size of the battery
depends on the operation profile of the ship.
For ships that operate in international
waters for long periods of time, diesel-electric
propulsion is still the optimum solution. For
ships with a dynamic operation profile, it will
produce a major reduction in fuel and
emissions.
Stadt Stascho is an AC converter that
delivers sinusoidal voltage to the motor and
back to the main grid without losses. This
provides very low harmonic interference
without the use of transformers or filters. The
system is specially developed for marine
propulsion systems, where it is used with
controllable pitch propellers in various
configurations, both electric shaft lines and
azimuthing thrusters.
STADT
STADT
Above: Diesel-electric
propulsion is to be used
in a new generation of
anchor-handling vessels
built in Asia by Nam
Cheong, Singapore
Below: In total, 19 ships
worldwide have installed
or ordered Stadts Stascho
reliable AC propulsion
motors and drive system
Positive impacts
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ECHANDIA MARINE
Green marine
commuting
Taxis, buses, trains and cars ferry around commuters in the worlds largest
cities thanks chiefly to huge investment in green transportation from
governments and private companies. Now, a novel and new marine
development may offer the most environmentally friendly solution yet
WORDS: KARL VADASZFFY
ECHANDIA MARINE
Right: Echandia Marine
founder, Magnus Eriksson,
and company chairman,
Hans Thornell
Below: 7,000kg of nickel
metal hydride batteries will
be used to power the ferry,
while two types of pod
motor, comprising a
submerged permanent
magnet electrical motor
enclosed in watertight
housing, eliminate the
need for additional
gearboxes and
cooling subsytems
Super Stockholmh
Its Stockholms many waterways that make the city an ideal location
for Echandia Marines first completely emissions-free commuter ferry solution to be launched.
A US$1.5m grant from the Swedish Energy Agency enabled the company to run a full-scale
demo project last year. As part of this pilot program, a 8.5m (28ft) test boat was constructed
and successfully passed testing and assessment, allowing for further development.
Eager to embrace the solution, the Stockholm Transport Agency soon got involved when
further R&D took place, with the agency agreeing to subsidize the first two years of running
costs. Hans Thornell takes up the story from there: The EU and some national funding bodies
offer grants to support projects for programs like ours. In Stockholm, our ferry will be the third
on the line and will run alongside the other two applications, which are diesel powered and
used all year round because the line is so popular. However, our hope is that in the future, the
two diesels will be replaced with electric ferries, based on our concept.
SOLBIAN ALTERNATIVE
ENERGY
| CNR
LEES MOTOR
COMPANY
Solbians high-tech photovoltaic
technology is helping to ensure
ferry routes on the Italian coast
are cleaner, quieter and safer
PROFILO
PROFILO
SEZIONE LONGITUDINALE
MAIN DECK
Engine power
VISTA DALLATO
DWL
DWLDWL
LC
LC
LC
LC
B'
10
15
BH
20
25
30
35
40
45
BH
BH
50
LOWER DECK
10
BH
15
20
BH
25
10
BH
VISTA DALL'ALTO
15
20
25
A'
BH
BH
35
30
40
45
50
BH
BH
MAIN DECK
30
35
BH
40
45
50
BH
10
BH
15
20
BH
25
30
35
BH
40
45
kW
DWL
50
BH
V [k]
Studied configurations
In this case, the boat is equipped with a 12kWp Solbian
PV system that, on average, from June to September
(during the peak tourism season), produces 60kWh per
day. A typical power consumption level of around 10kW
was estimated for the onboard systems, and although this
might seem like a small power output, 10kW is not so
small when compared with the power required to propel
the ferry at a slow cruising speed. However, this figure
is not included in the total energy balance of the ferry
as it is completely offset by the energy production of the
Solbian panels.
This setup is made possible by the unique qualities
of Solbians panels. In marine applications, light weight,
flexibility, power and resistance to harsh environmental
conditions are critical requirements that have been met by
these panels. Solbian technology has been developed in
cooperation with the Italian National Research Council
for the race boats of sailor Giovanni Soldini thus with
the specific objective of marine applications.
Apart from the fixed 12kWp Solbian PV system, the
following possible configurations were also considered:
500kWh of lithium-ion battery storage, making possible
electric-only operation without the use of genset for all
routes; 300kWh of lithium-ion battery storage, making
possible electric-only operation without genset for
slow-speed cruising and electric operation with genset for
Selected configuration
The third configuration was the most
interesting in terms of lower costs and higher
versatility, and for the specific routes and
services of the ferry. To reduce energy
consumption (see table on page 103) it is
assumed that the boats speed will be limited
at 8kts when using the battery pack as the
sole source of power.
Equipped with 160kWh of battery storage,
at 6-8kts the ferry has a range of four to six
hours, which would allow for many connections
to be made. This hybrid propulsion solution
ensures a continuous service of short distance
connections whereby in the morning, the
system uses only the batteries as a source of
power, until discharging them at up to 20%
of the full charge. The ferry then takes on
longer connections by turning on the genset
as soon as the speed exceeds 8kts. During
V=8kn
ROUTES
DISTANCE
[nm]
TIME
[min]
V=9kn
ENERGY
[KWh]
La Spezia Portovenere
4.5
0.6
Palmaria Terrizzo
Palmaria Pozzale
1.8
14
11.5
Portovenere Lerici
4.1
6.3
V=10kn
V=11kn
TIME
[min]
ENERGY
[KWh]
TIME
[min]
ENERGY
[KWh]
30
25
27
34
TIME
[min]
12
10
63
27
47
ENERGY
[KWh]
23
25
118
32
25
SUPER B
Battery systems
know-how
SUPER B
SUPER B
SUPER B
Optimum operation
Energy from diesel, gas and turbo generators,
shaft generators, fuel cells, solar and
photo-voltaic panels and shore connections
are included in the overall system. The
propulsion system, comprising 360 steerable
propellers, twin and/or POD drives or
propellers with shafts and gears, is a very
sophisticated combination designed to
deliver constant availability, reduce fuel
consumption, minimize harmful emissions,
save weight, prolong the life of the system
components, and to be reliable, user-friendly
and low-maintenance, while lowering
operating costs and increasing efficiency and
performance. The modern, high-efficiency
engines are flexible enough to deliver the
required torque at all times. On ships with
dynamic positioning, the engine output is
mostly low. Nevertheless, high thrust is
quickly available.
The IGBT (insulated gate bipolar transistor)
technology in the inverters enables efficient
switching between direct and alternating
current, as well as changes of voltages and
frequencies. The inverter acts as a circuit
breaker, handles switching, protective and
monitoring functions, and can easily be
combined with buffer storage. The electric
power units can be individually and very
precisely configured, and flexibly managed
and controlled based on optimum
characteristic curves and precise parameter
settings. Power can also be fed back. The
power electronics system offers maximum
efficiency with low switching and conduction
losses. In exceptional cases, in the event of
faults, the use of inverters based on IGBT
technology significantly reduces the scale and
duration of short-circuit currents and protects
the components against excessive mechanical
stresses and abrasion.
These very sophisticated electrical,
electronic and electromagnetic parts are
interconnected, regulated and controlled by
the E-PP in such a way that they run control
sequences independently and extremely fast
by means of measurements, signals and
sensors, do not interfere with each other, and
maintain at least partial operation of the E-PP
even when there are faults.
Speeds of up to 22km/h
against the stream are
feasible in river cruise ships
currently under construction
with E-MSs E-PP concept
T
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H
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NAVAL AF
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0 13
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el ec tric &
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Conversio val developmen
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Oct ober 2
0 13
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Di
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W
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SC
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The very
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Game-changing
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solutions
Soaring fuel prices, global overcapacity and lower profit margins are opening the way
for advanced technologies that revolutionize the way ships generate and use energy
WORDS: MRTEN STORBACKA, MIKA KOLI AND MAN YANG
Better efficiency
With its active front-end frequency drive technology, the WE Drive
allows a shaft generator to operate at variable speed. This enables the
propulsion machinery to be operated at its optimal duty point at all
times, giving a vessel up to 20% better propulsion machinery
efficiency compared with constant speed operation.
The WE Drive variable frequency drive is based on IGBTs with
advanced vector control technology and is optimized to work with PM
machines for the best overall system efficiency. The WE Drive offers a
modular, lightweight design, which is air cooled or liquid cooled, and
exceptional thermal management. Flexible active power and torque
control ensure smooth operation. The drive incorporates island mode
operation, which means it creates the ships electrical network alone
or in continuous parallel operation with auxiliary generators.
Recent hybrid propulsion system vessels using the WE Drive to
improve energy efficiency include M/V Miranda and M/V Mistral,
owned by Godby Shipping, as well as M/V Bore Sea and M/V Seagard,
owned by Bore. These vessels are equipped with four-stroke main
engines, and thus have reduction gears with a power take out (PTO)
shaft where the shaft generator is connected.
LAST WORD
INDEX TO ADVERTISERS
AVL List GmbH...............................................................................................................25
Becker Marine Systems GmbH ................................................................................. 72
Cavotec International ...................................................................................................53
Echandia Marine Sweden AB.................................................................................... 53
Electric & Hybrid Marine Technology International Online Reader
Enquiry Service .................................................................................................50, 111
Electric & Hybrid Marine World Expo 2014 ..................................... 9, 11, 12, 61, 62
Electric & Hybrid Vehicle Technology Expo 2014 ................................................. 73
e-powered marine solutions GmbH & Co KG.......................................................... 47
ESTechnologies BV ......................................................................................................43
Fischer Panda GmbH ...................................................................................................40
Hybrid Design Services Inc ..........................................................................................21
Kolektor Group d.o.o ..................................................................................................... 57
Lees Motor Company Ltd ............................................................................................ 47
SKAI
POWER
IGBT
esko +420 37 80 51 400 China +852 34 26 33 66 Deutschland +49 911-65 59-0 Espaa +34 9 36 33 58 90 France +33 1-30 86 80 00
Australia +61 3-85 61 56 00 Brasil +55 11-41 86 95 00 C
India +91 222 76 28 600 Indonesia +62 2 15 80 60 44 Italia +39 06-9 11 42 41 Japan +81 3 - 68 95 13 96 Korea +82 32-3 46 28 30 Mxico +52 55-53 00 11 51 Nederland +31 55-5 29 52 95
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