180411 fusion of hybrid and lng v5 - avl.comof+hybrid+and+lng_v5.pdf · plug-in hybrid 2/2...

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April 11, 2018TORU MOTODA

Marine Engineering GroupEngineering & Technology CenterNiigata Power Systems Co.,Ltd.

Fusion of Hybrid and LNG

8th AVL Large Engines Techdays

8th AVL Large Engines Techdays April 11, 2018 2Copyrights reserved Niigata Power Systems Co., Ltd.

Contents

1. Niigata Power Systems2. Hybrid Tug3. LNG Tug4. Fusion of Hybrid and LNG5. Autonomous Ship6. Conclusion



Headquarter of Niigata Power System in Tokyo

Contents


Niigata Power Systems 1/2

Diesel Engine for LandGas Engine

Gas Turbine

Dual Fuel Engine

Diesel Engine for Marine Azimuth Thruster

Z-PELLER®


Niigata has already prepared the marine propulsion systems in order to meetwith IMO Tier-III regulation.- Diesel engine + SCR systems- Gas engine for marine

Furthermore, the ecology systems has been developed.- Diesel hybrid system with/without battery- Diesel electrical propulsion

Niigata Power Systems 2/2



Contents


Niigata Hybrid System2 types of hybrid tugboats are operating at Yokohama in Japan andNiigata Hybrid systems are installed in both vessels. The system isdifferent as follows.

Case 1. Plug-in hybrid propulsion with batteryCase 2. Hybrid propulsion without battery

Niigata Hybrid System


Motor/Generator294kW Li Battery

150kWh x 2sets

Main Engine1324kW

Aux.Generator400kW Active Filter

Z-peller1618kW

Inverter

Main Engine 1324kW +Motor/Generator 294kW = 1618kW

⇒Two shafts configuration 3236kW

Plug-in Hybrid 1/2Case 1 Plug-in HB Propulsion with Battery


Case 1 Plug-in HB Propulsion with Battery

The first Hybrid Tugboat in Japan : In service since March 2013

Result

Fuel - 32%, CO2 - 27%*＊CO2 emission of plug-in included

Plug-in Hybrid 2/2

Reference: Wing Maritime Service Corporation website


Main Engine 1324kW +Motor 294kW =1618kW⇒Two shafts configuration 3236kW

Case 2 HB Propulsion without Battery Without Battery 1/2

Motor294kW

Main Engine1324kW

Aux.Generator808kW

Inverter

Z-peller1618kW


Case 2 HB Propulsion without Battery

In service since October 2013

Without Battery 2/2

Result

Fuel - 15%, CO2 - 15%

Reference: Tokyo Kisen website


Hybrid Tug Summary

(1) It has been confirmed the fuel consumption and CO2 emission ofNiigata Hybrid system has been able to achieve 15% or morereduction compared with a conventional system.

(2) It is possible to offer the suitable hybrid system for each applicationaccording to Niigata's experience of 2 types of hybrid tugboats inJapan.

* In detail report, refer to the paper of 7th AVL Large Engines Techdays 2016

Summary



Contents


Advantage of Gas Engine in Environment

DE: Diesel engineGE: Gas engine

Fuel Combustion

Advantage of Gas Engine

Gas engine has a great advantage forenvironmental protection

Reference: IEA / Natural Gas Prospects to 2010 (1986)

DE GE

Compression ratio : DE > GE↓

Combustion temp. : DE > GE↓

Thermal NOx : DE > GE


28AHX-DF Engine Specification

28AHX-DF 1/3

Item Specification

Output1920 kW / 800 min-1 (6L)2560 kW / 800 min-1 (8L)2880 kW / 800 min-1 (9L)

Combustion system

Micro-pilot ignition lean-burn system

B.M.E.P 2.0 MPaFuel gas Vaperized LNG

Ignition fuel oil Marine diesel oil (MDO)


28AHX-DF Engine Operation Pattern28AHX-DF 2/3

Load

Mode

Idle operationCan keep GE

100% loadChange over

Before stopGE to DE

Change overDE to GE

StopIdle

100%

GE

DE


28AHX-DF Engine Test Result28AHX-DF 3/3

Simulation of harbor tugboat operation

The quick response of gas mode was realized almost same as diesel mode.

0

200

400

600

800

0 5 10 15 20 25

Elapsed time [min]

Engi

ne s

peed

[min

-1]

Diesel mode

Gas mode

The load acceleration of operation time was almost same as diesel and gas mode.


LNG Tugboat Project in JapanDeliveryTwo sets of 6L28AHX-DF delivered in January 2015

Commercial operation Started as Japanese first LNG fueled Tugboat in September 2015

Ship name : SAKIGAGE (魁) Tonnage : 272 G/T Rated power : 3236 kW (750 min-1, 1618 kW x 2) Speed : 14.1 knot Working Area : Tokyo bay (Yokohama & Kawasaki) Z-Peller : NIIGATA ZP-31 (FPP: Fixed Pitch Propeller) Bollard Pull : 55 ton at MCR

Reference: Wing Maritime Service Corporation website

Japan Project 1/2


Operation Pattern of LNG TugChangeover from gas to diesel in actual tug operation was observed

Japan Project 2/2

0102030405060708090

400 600

Knocking detected & Changeover occurred

Speed

Load

The changeover due to unexpected cylinder pressure rise was observed at quick load change. The load change was much quicker than expected.


Optimization of various parameters for transient operation from DoE (Design of Experiment) tests. Actual operation data was also taken into consideration. 1. Optimization of air/fuel ratio control

- Charge air pressure - Fuel gas supply pressure - Intake Valve Closing Timing

2. Optimization of common rail control - Rail pressure for micro-pilot injection - Injection quantity - Injection timing

3. Optimization of parameters for each control - Feedforward control for certain parameters to compensate for disturbances - Multiple PID settings for different operating situation - Delay timers and threshold values

Improvement 1/2


3D parameter map optimization basic maps & DoE

Every setting and parameter was combined appropriately according to different condition of transient operation.

λ : Calculated air/fuel ratio

Operation Pattern of LNG TugImprovement 2/2

After further optimization, operation range of gas mode expanded approx. 20% .

Propeller curve


LNG Tug Summary

1. GE(gas mode) of 28AHX-DF can operate almost same asDE(diesel mode). And it is possible to install it in the harbor tugboat which requires the quick response and hard operation.

2. 28AHX-DF can operate by the GE mode steady and it is possibleto change GE and DE mode at the all load range.

3. 28AHX-DF can couple with the direct fixed pitch propellers.

Summary



Contents


HYBRID SYSTEM

Niigata has launched the hybrid propulsion system and dual-fuel propulsionsystem to market. Both of them are the first environmental technologies used formarine propulsion systems in Japan.If the hybrid system and dual fuel system are merged, it is possible to prepare thelowest emission vessel in the world.And the weak point of gas engine will be supported by the motor assist.

Ultimate VesselFusion of Hybrid and LNG

G as E ng ine

Z -peller

LN G Tank

G as E ng ine

Z -peller

LN G Tank

DUAL FUEL SYSTEM

Reduce FOC and CO2 Reduce NOx and SOx


Challenge of Ultimate VesselUltimate Vessel 1/4

It is necessary to clear the tasks in order to release the ultimate tugboat.

1. Initial cost

2. Machinery space

3. Power charging and LNG bunkering


1. Initial cost2. Machinery space3. Power charging and LNG bunkering


Slip Gear Hybrid System* Patent applied

Full Slipping Clutchor

Motor

Motor

Engine

StarterInverter

The new concept hybrid systemis developing by Niigata in orderto reduce the cost.

Main Engine

Motor

Propeller

Planetary Gear Hybrid System* Patent applied


Reference: Straits Times website



It is possible to reduce the machineryspace by adopting the non battery HBpropulsion and mounting LNG tank onthe deck.


Ultimate Vessel 4/4

It is necessary to develop and expand the port infrastructure.


Challenge of Ultimate Vessel


SummaryFusion of Hybrid and LNG1. If some challenges are cleared, the ultimate vessel will be able to be

released.2. The weak point (Knocking and Misfire)of gas engine will be supported by

the hybrid system.3. However, it is necessary to estimate and do the simulation each case

and system and find best solution.

If it is possible to adopt the autonomous technology, the ultimate vessel will be more evolved !

MOREOVER



Contents


Autonomous Ship 1/4Definition of Autonomous Ship

The vessel with “Next generation modularcontrol systems and communicationstechnology will enable wireless monitoringand control functions both on and off board.These will include advanced decisionsupport systems to provide a capability tooperate ships remotely under semi or fullyautonomous control.”

Reference: Rolls Royce Website

Reference: Water Borne TP VISION 2020


Autonomous Ship 2/4Expected advantages of Autonomous Ship

1. Improvement of safety> Extermination of human error

2. Reduce cost> Save the labor cost, the portage, the fuel cost

3. Manpower saving> Improvement for an aging and shortage of operator

4. Reduce environmental impact> Realization of the energy-saving navigation


Autonomous Ship 3/4Energy- Saving Navigation

Motor

Hybrid

Main Engine

ModeStart Stop

Engine

According to our research, we found thefuel consumption of vessel was differentdepending on the operators skill even ifsame specifications.So if the engine, steering and modechange selection for hybrid are controlledby the autonomous system as best choice,the energy saving navigation will bepossible.

Reduce the operation cost and theenvironmental impact !


Autonomous Ship 4/4Risk of of Autonomous Ship

Reference: ABC news website

HOWEVER

Development must existtogether for the safety inorder to get rid of the risk.



Contents


Conclusion1. Hybrid tugboat system can reduce the fuel consumption.

2. LNG tugboat with 28AHX-DF can operate almost the same as aconventional diesel tugboat even if the propulsion is FPP.

3. The ultimate tugboat will be released if the hybrid and LNGtechnology are fused.

4. The operation cost and the environmental impact of ultimatetugboat will be more reduced by the autonomous control.

5. Safety is the first always !


Thank you for your attention !- Dual Fuel Engine -

The Dual Fuel marine propulsion engine 28AHX-DF introduced todayuses part of technology from the research development which wasselected as a supported project of “Research project of CO2 reductionfrom marine vessels” by Ministry of Land, Infrastructure, Transport andTourism, selected as a supported project by Nippon Kaiji Kyoukai (ClassNK), selected as a joint research with Japan Ship Technology researchassociation and financially supported by the NIPPON Foundation.NIIGATA expresses sincere appreciation to these associations andfoundation.

- Hybrid System -This study has been conducted Ocean Policy Research Foundation(Ship & Ocean Foundation) for their cooperation.The authors would also like to thank the Nippon Kaiji Kyokai (ClassNK) and Nippon Yusen Kabushiki Kaisha group, TokyokisenKabushiki Kaisha for providing information on this study.

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