Grant Agreement No266082 Start date: 01/05/2011 – Duration: 55 months Coordinator: UNEW, Prof. A.P. ROSKILLY
Deliverable D2.2
New Models Library, used for Innovative Ship Design
WP2 “Energy Balance Analyse” Hans van Vugt Walter van der Pennen Author(s): Tom Bradley Jonathan Heslop
Lisa Smeaton Reviewer(s): Tony Roskilly
Identifier: D2.2_INOMANSHIP_M31_V1
Dissemination level: PU
Contractual date: 30th November 2013
Actual date: 6th December 2013
Number of pages: 127
Summary This document presents the work of Task 2.3, the modelling of all energy relevant components. Deliverable D2.2 discusses in detail the development of models for simulation the state-of-the-art energy technologies and necessary ship systems to evaluate the potential the implementation of the appropriate technologies on-board a reference cargo ship. The models shall be incorporated in the simulation tool libraries for use in other tasks and work packages to evaluate and demonstrate the different potential of the new energy systems’ configurations, which will be developed as part of this project.
This report provides the arithmetic methods used to create a selection of the novel energy technologies, as described in detail in Deliverable D3.1, needed to develop and evaluate the new on-board electrical systems’ configurations and power management strategies to be later developed as part of this project. In addition, this report discuss further the modelling of the reference ship’s components and global modelling environment, which are expanded with code necessary to have an overview of all the information that is needed for work in subsequent work packages.
Approved by Coordinator Date: 6/12/2013
Dissemination Levels PU Public PP Restricted to other programme participants (including the Commission Services). RE Restricted to group specified by the consortium (including the Commission Services) CO Confidential, only for members of the consortium (including the Commission Services)
© INOMANS2HIP – All rights reserved New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design
Document History Revision Date Author Comments Draft V0 27/09/2013 Hans van Vugt Document Plan Draft V1 01/11/2013 Hans van Vugt First Draft (Chptr 1, 2, 6, 7 &8) Hans van Vugt Draft V2 11/11/2013 Walter van der Pennen Second Draft (Chptr. 3, 4, & 5) Tom Brabley Hans van Vugt Walter van der Pennen Draft V3 17/11/2013 Third Draft (All) Tom Brabley Jonathan Heslop Hans van Vugt Walter van der Pennen Draft V4 22/11/2013 Fourth Draft (all) Tom Brabley Jonathan Heslop Draft V5 24/11/2013 Jonathan Heslop First Full Review Hans van Vugt Draft V6 29/11/2013 Final Draft (all) Jonathan Heslop Lisa Smeaton V1 6/12/2013 Final Review + Submission Tony Roskilly
Partners’ Acronym List Beneficiary Beneficiary Name Beneficiary Country Number* Acronym United 1 UNEW Newcastle University Kingdom Nederlandse organisatie voor 3 Toegepast TNO Netherlands Naturuurwetenschappelijik - TNO 4 Groupement des Industries de GICAN France Construction et Activités Navales 6 Wärtsilä Finalnd Oy WARTSILA Finland 7 Novamen NOVAMEN France United 8 National Renewable Energy Centre NAREC Limited Kingdom 9 Germanischer Lloyd SE GL Germany 12 IMTECH MARINE & OFFSHORE BV IMTECH Netherlands
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Table of Contents
LIST OF FIGURES ...... 5
LIST OF TABLES ...... 7
GLOSSARY OF TERMS & ABBREVIATIONS ...... 8
1 INTRODUCTION ...... 9 1.1 NEW STATE-OF-THE-ART ENERGY COMPONENTS ...... 9 1.2 THE GENERAL ENERGY SYSTEM (GES) SIMULATION ENVIRONMENT ...... 11 1.3 RESPONSIBILITY FOR NEW COMPONENT MODELLING ...... 13
2 CREATING NEW COMPONENT MODEL LIBRARIES FOR GES ...... 14 2.1 REFERENCE SHIP’S REQUIRED INFORMATION ...... 14 2.2 SYSTEM MODEL INFORMATION REQUIREMENTS ...... 15 2.3 DATA GENERATED IN GES BASED ON REFERENCE SHIP’S OPERATIONAL PROFILE ...... 16 2.4 FORMAT COMPONENT LIBRARY ...... 16 2.5 CREATING A MODEL IN GES ...... 18
3 COMPONENT MODELS OF NOVEL POWER GENERATORS AND CONSUMERS ...... 21 3.1 RENEWABLE ENERGY SOURCES ...... 21 3.1.1 Solar Power Generation ...... 21 3.1.1.1 Solar Source...... 21 3.1.1.2 Photovoltaic (PV) Cells ...... 23 3.1.1.3 Basic PV Cell Model ...... 27 3.1.1.4 Connecting the Solar Source & PV Models in GES ...... 28 3.1.2 Wind Power Generation ...... 28 3.1.2.1 Wind Turbines ...... 28 3.2 ALTERNATIVE ELECTRICAL POWER SOURCES ...... 32 3.2.1 Fuel Cell Modelling ...... 32 3.2.1.1 Reformer Model ...... 34 3.2.1.2 Combined Fuel Cell and Reformer System Model ...... 35 3.2.2 Cold Ironing ...... 36 3.2.2.1 Dynamic Model of Cold Ironing ...... 36 3.2.2.2 On-Shore Power Plant ...... 37 3.3 ELECTRICAL MACHINES ...... 38 3.3.1 Synchronous Machines ...... 38 3.3.1.1 Synchronous Generator ...... 39 3.3.1.2 Synchronous Motor ...... 41 3.3.1.3 Power-Take-Off (PTO)/Power-Take-In (PTI)/Power-Take-Home(PTH) Systems ...... 43 3.4 ENERGY RECOVERY SYSTEMS ...... 44 3.4.1 Waste Heat Recovery Systems (WHRS) ...... 44 3.4.1.1 Directly Driven Gas Turbine by Engines’ Exhaust Gases ...... 46 3.4.1.2 Electric Power Generation...... 48 3.4.1.3 Connection WHRS to Diesel Engine ...... 49 3.5 ALTERNATIVE POWER DISTRIBUTION NETWORKS ...... 51 3.5.1 AC Distribution Network ...... 52 3.5.1.1 Main Switchboard ...... 52 3.5.1.2 Converter AC-AC Transformer ...... 54 3.5.2 DC Distribution Network ...... 55 3.5.2.1 DC Bus ...... 56 3.5.2.2 Inverter DC-AC ...... 56
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3.5.2.3 Rectifier AC-DC ...... 57
4 COMPONENT MODEL OF POWER STORAGE SYSTEMS ...... 59 4.1 BATTERY STORAGE ...... 59 4.2 ACCUMULATORS SETS ...... 64 4.3 FLYWHEEL STORAGE ...... 66 4.3.1 Physical Principle and Technologies ...... 66 4.4 COMPRESSED AIR ENERGY STORAGE ...... 69 4.4.1 The Compressor ...... 70 4.4.2 Model of Compressed Air Storage Tank ...... 71 4.4.3 Compressed Air Engine Model ...... 72 4.4.4 Typical Compressed Air Storage System Configuration ...... 73 4.5 SUPERCAPACITOR ELECTRICAL STORAGE SYSTEM ...... 74
5 ALTERNATIVE STATE-OF-THE-ART PROPULSION MODELS ...... 77 5.1 ELECTRIC PROPULSION MOTOR MODELS ...... 77 5.2 HIGH EFFICIENCY PROPELLERS ...... 78 5.3 WIND ASSISTING PROPULSION TECHNOLOGIES ...... 80 5.3.1 Flettner Rotor ...... 80 5.3.1.1 Flettner Rotor Controller Model ...... 84 5.3.2 Propulsion Kite Models ...... 84
6 GENERAL SYSTEM & COMPONENT MODELS OF THE REFERENCE SHIP ...... 87 6.1 MARINE FUEL COMPONENTS ...... 87 6.1.1 Heavy Fuel Oil (HFO) ...... 87 6.1.2 Marine Diesel Oil (MDO) ...... 88 6.1.3 Main Fuel Switch Model ...... 90 6.2 MAIN PROPULSION INSTALLATION ...... 91 6.2.1 Main Engine Model ...... 91 6.2.2 Gearbox Model ...... 94 6.2.3 Controllable Pitch Propeller Model ...... 96 6.2.4 Hollow Shaft Model ...... 97 6.3 HULL FORM AND HYDRODYNAMIC RESISTANCE ...... 98 6.3.1 Hull Model ...... 98 6.3.2 Ship Resistance Model ...... 99 6.3.2.1 The Holtrop-Mennen Resistance Model ...... 99 6.3.2.2 The Quadratic Resistance Model...... 100 6.4 MANOEUVRING THRUSTERS AND STEERING ...... 102 6.4.1 Bow Thruster Model...... 102 6.4.2 Ship’s Rudder Model ...... 103 6.4.3 A Typical Propulsion Train Created in GES ...... 103 6.5 POWER & PROPULSION CONTROL SYSTEMS FOR THE SHIP ...... 103 6.5.1 Power Management System HMI ...... 104 6.5.2 Main Propulsion System HMI ...... 105 6.5.2.1 Case Study A: 1 + 1 Engine mode ...... 106 6.5.2.2 Case Study B: 2 + 2 Engine mode ...... 108 6.5.2.3 Case Study C: 2 + 1 Engine mode ...... 108 6.6 MAIN ON-BOARD POWER GENERATORS/CONSUMERS ...... 108 6.6.1 Shaft Generator Model ...... 110 6.6.2 Complete Diesel Generator Set ...... 112
7 INOMANS2HIP LIBRARIES ...... 115 7.1 OVERVIEW OF THE BASIC CARGO LIBRARY ...... 115 7.2 OVERVIEW OF THE NEW CARGO LIBRARY ...... 116 7.3 OVERVIEW OF SIMULINK MODEL LIBRARY ...... 117 7.4 LIBRARY MAP ...... 117
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8 CONCLUSIONS AND FURTHER WORK ...... 119
REFERENCES ...... 120
ANNEXES ...... 122
ANNEX A: SWBS STRUCTURE ...... 122
LIST OF FIGURES
Figure 1: Energy balance of 2-stroke diesel engine with and without WHRS (MAN, 2012) ...... 10 Figure 2: Examples of alternative on-board power generation technologies ...... 11 Figure 3: Structure of the basic building block concept in the GES environment ...... 12 Figure 4: General system concept in GES (van Hugt, 2000) ...... 12 Figure 5: An example of GES component model ...... 18 Figure 6: One hour mean surface irradiance for 1pm GMT on the 29th August 1985...... 22 Figure 7: Solar source model block in GES ...... 22 Figure 8: Equivalent circuit diagram of the PV model (Gonzáles-Longatt, 2006)...... 23 Figure 9: Photovoltaic cell model in Matlab/Simulink ...... 24 Figure 10: Input parameters dialogue box for the Photovoltaic Cell model...... 25 Figure 11: Variation of ideality factor across one day of operation of two polycrystalline silicon PV modules ...... 25 Figure 12: Matlab model I-V curves for various temperatures G = 1 Sun, T = 0, 25, 50 and 75°C ...... 26 Figure 13: Matlab model P-V curves for various temperatures G = 1 Sun, T = 0, 25, 50 and 75°C ...... 26 Figure 14: Basic GES PV model block ...... 27 Figure 15: Combined PV & solar source model...... 28 Figure 16: Fuel cell component model block ...... 33 Figure 17: Fuel reformer component model block ...... 34 Figure 18: Combine fuel cell and reformer system model ...... 35 Figure 19: Single line diagram of a cold ironing system ...... 36 Figure 20: A model of a cold ironing quayside power supply ...... 36 Figure 21: Cold ironing power supply component ...... 37 Figure 22: Power plant engine model ...... 37 Figure 23: Synchronous machine circuit diagram ...... 39 Figure 24: Vector diagram of a synchronous generator ...... 39 Figure 25: Electric circuit representation of a synchronous generator ...... 40 Figure 26: Synchronous generator model in GES ...... 40 Figure 27: Vector diagram of a synchronous motor ...... 42 Figure 28: Electric circuit synchronous generator ...... 42 Figure 29: Synchronous motor model block ...... 43 Figure 30: Waste heat recovery system with steam generator (doc. Wartsila) ...... 44 Figure 31: Combined gas turbine and steam turbine recovery systems (doc. MAN) ...... 44 Figure 32: Simulink model block of a simple WHRS ...... 45 Figure 33: The basic GES WHRS component model ...... 45 Figure 34: WHRS with turbo chargers ...... 46 Figure 35: WHRS in relation with load ...... 47 Figure 36: WHRS gas turbine component model in GES ...... 47 Figure 37: WHRS model with turbine and electrical output component ...... 49 Figure 38: Adapter for connecting WHRS to Diesel model component ...... 49 Figure 39: Parameter list for diesel exhaust adapter with exhaust flow temperature table ...... 50 Figure 40: Exhaust temperature [C] as function of exhaust flow [kg/s] ...... 50 Figure 41: A GES model for a typical WHRS system ...... 51 Figure 42: A typical marine switchboard installation ...... 52 Figure 43: The electrical switchboard model block ...... 53 Figure 44: Wild heat and purchase costs for three phase transformers as a function of the power density ...... 54 Figure 45: AC-AC converter model block ...... 55 Figure 46: Schematic of a two level three-phase inverter ...... 56 Figure 47: The GES model block of a three-phase inverter ...... 56 Figure 48: The GES AC-DC rectifier model block ...... 58 Figure 49: Battery equivalent circuit ...... 59 Figure 50: A graph showing the relationship between the open circuit voltage (OCV) and the state of charge (SOC) ...... 60
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Figure 51: Charge characteristics for a battery Simpower model ...... 61 Figure 52: Battery model in Simulink ...... 61 Figure 53: Battery component ...... 62 Figure 54: PNGV circuit diagram ...... 63 Figure 55: Parameter list for PNGV model ...... 63 Figure 56: Equivalent circuit of Matlab battery model ...... 64 Figure 57: G3 Satellite flywheel energy storage prototype ...... 68 Figure 58: Simple flywheel component model block ...... 69 Figure 59: A schematic of a simple CAES system ...... 69 Figure 60: The CAES compressor model block ...... 71 Figure 61: Compressed air storage tank model block ...... 72 Figure 62: Compressed air engine model block ...... 73 Figure 63: The combined compressed air system model in GES ...... 73 Figure 64: Circuit diagram of a supercapacitor module ...... 74 Figure 65: A simplified supercapacitor module circuit diagram ...... 74 Figure 66: Supercapacitor model block in GES ...... 75 Figure 67: List of parameter for supercapacitor model ...... 75 Figure 68: A PM motor ...... 77 Figure 69: Equivalent Circuit schematics for single and three-phase PM motors ...... 77 Figure 70: PM motor model block ...... 78 Figure 71: General high efficiency propeller model block ...... 79 Figure 72: List of parameters for propeller model ...... 79 Figure 73: Flettner Rotor, with lift and drag forces...... 80 Figure 74: Values for CL (Borg, 1985) ...... 82 Figure 75: Values for CL (Borg, 1985) ...... 82 Figure 76: Different values for CD ...... 82 Figure 77: Flettner rotor GES model ...... 83 Figure 78: Controller Flettner rotor model block ...... 84 Figure 79: Graph of data from Table 51 ...... 85 Figure 80: Kite model block ...... 85 Figure 81: List of kite parameters in GES model ...... 86 Figure 82: HFO fuel tank component ...... 87 Figure 83: HFO fuel model parameters ...... 88 Figure 84: MGO fuel tank component ...... 89 Figure 85: MDO fuel model parameters ...... 89 Figure 86: Fuel switch model block ...... 90 Figure 87: List of fuel switch model parameters ...... 90 Figure 88: Main reference Diesel engine system ...... 92 Figure 89: List of Parameter for diesel engine model ...... 93 Figure 90: Gearbox with PTO model block...... 95 Figure 91: Parameter list for gearbox with PTO model ...... 95 Figure 92: Four-quadrant CPP model ...... 96 Figure 93: Parameter list 4 quadrants propeller ...... 97 Figure 94: Hollow shaft model block ...... 97 Figure 95: Parameters for hollow shaft model ...... 98 Figure 96: General hull model block ...... 98 Figure 97: Ship resistance (Holtrop&Mennen) model block ...... 99 Figure 98: Quadratic ship resistance model block ...... 101 Figure 99: Basic bow thruster model block ...... 102 Figure 100: Parameter list bow thruster ...... 102 Figure 101: Thrust bow thruster as function of pitch angle ...... 102 Figure 102: Typical propulsion train system ...... 103 Figure 103: Open power management sheet and main propulsion sheet ...... 104 Figure 104: HMI for power management implemented in GES ...... 104 Figure 105: Main propulsion system HMI for reference ship ...... 105 Figure 106: Combinator curves for 1+1 diesel engine ...... 106 Figure 107: Combinator component: 1+1 engine model block ...... 106 Figure 108: List of parameters for the controller of the 1+1 engine model ...... 107 Figure 109: Controller modes settings ...... 107 Figure 110 Combinator curves for 2+2 diesel engine operating mode ...... 108 Figure 111: Combinator component: 2+2 engines model block ...... 108 Figure 112: Electric consumer load model block ...... 109 Figure 113: List of consumer load model parameters ...... 110
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Figure 114: Basic shaft generator model block ...... 111 Figure 115: Parameter list synchronous generator...... 111 Figure 116: Typical efficiency curve of the generator component ...... 112 Figure 117: Basic combustion model of diesel generator in GES ...... 113 Figure 118: Parameter list for diesel generator model ...... 113 Figure 119: Generator unit system model ...... 114 Figure 120: INOMANS2HIP libraries window ...... 115 Figure 121: Basic Cargo Library window ...... 116 Figure 122: New cargo library window ...... 116 Figure 123: Overview Inomanship Simulink library window ...... 117 Figure 124: A simple map of the INOMANS2HIP component libraries in GES ...... 118
LIST OF TABLES
Table 1: Overview of relevant components with highlighting leading partner ...... 13 Table 2: Variables for ship information ...... 14 Table 3: Variables for fixed attributes of components and sub-systems ...... 15 Table 4: Variables calculated for every operational condition ...... 16 Table 5: Typical format and notation within GES for the component modelling...... 18 Table 6: GES template for component coding ...... 19 Table 7: The definition of the inputs and outputs parameters of the GES solar source model ...... 23 Table 8: Ideality Factor against different photovoltaic module types ...... 25 Table 9: Band gaps of a selection of materials used in photovoltaic cells ...... 26 Table 10: The definition of the inputs and outputs parameters of the GES PV model ...... 27 Table 11: The additional attribute parameters of the PV model ...... 27 Table 12: Values of cn and bn from Slootweg (Slootweg, et al., 2004) ...... 29 Table 13: Common types of fuel cell technology ...... 33 Table 14: The definition of the inputs and outputs parameters of the GES fuel cell model ...... 34 Table 15: The definition of the inputs and outputs parameters of the GES fuel cell reformer model...... 35 Table 16: The definition of the inputs and outputs parameters of the GES cold ironing model ...... 37 Table 17: The definition of the inputs and outputs parameters of a conventional shore based power generation plant ...... 38 Table 18: The definition of the inputs and outputs parameters of the GES synchronous generator model ...... 41 Table 19: Additional attribute parameters to define the synchronous generator in GES ...... 41 Table 20: The definition of the inputs and outputs parameters of the GES synchronous motor model ...... 43 Table 21: Additional attribute parameters to define the synchronous motor in GES ...... 43 Table 22: The definition of the inputs and outputs parameters of the GES WHRS model ...... 45 Table 23: Physical properties of air for Exhaust gas [Jääskeläinen, 2013] ...... 48 Table 24: The definition of the inputs and outputs parameters of the GES WHRS Generator model ...... 49 Table 25: The definition of the inputs and outputs parameters of the GES Diesel model ...... 50 Table 26: The definition of the inputs and outputs parameters of the GES switchboard model ...... 54 Table 27: The definition of the inputs and outputs parameters of the GES converter AC-AC model ...... 55 Table 28: The definition of the inputs and outputs parameters of the GES three-phase inverter model ...... 57 Table 29: The definition of the inputs and outputs parameters of the GES AC-DC rectifier model block ...... 58 Table 30: Li-ion battery characteristics ...... 59 Table 31: Output voltage of a battery for different operational states ...... 60 Table 32: The definition of the inputs and outputs parameters of the GES battery model ...... 62 Table 33: Additional attribute parameters used define the GES battery model...... 64 Table 34: Common flywheels shapes ...... 67 Table 35: Flywheels materials ...... 67 Table 36: Examples of types of flywheels used in different applications...... 68 Table 37: The definition of the inputs and outputs parameters of the GES flywheel model ...... 69 Table 38: The definition of the inputs and outputs parameters of the GES compressor model...... 71 Table 39: The definition of the inputs and outputs parameters of the GES compressed air storage tank model ...... 72 Table 40: The definition of the inputs and outputs parameters of the GES compressed air engine model ...... 73 Table 41: Characteristic values of a supercapacitor...... 75 Table 42: The definition of the inputs and outputs parameters of the GES supercapacitor model ...... 76 Table 43: Life span of supercapacitor ...... 76 Table 44: Sizing of a supercapacitor ...... 76 Table 45: The definition of the inputs and outputs parameters of the GES PM motor model ...... 78 Table 46: The definition of the inputs and outputs parameters of the GES high performance propeller model ...... 79 Table 47: Summary of previous Flettner rotor research (Borg, 1985) ...... 81 Table 48: The definition of the inputs and outputs parameters of the GES Flettner rotor model...... 83
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Table 49: Additional attribute parameters to define the Flettner rotor in GES ...... 83 Table 50: The definition of the inputs and outputs parameters of the GES Flettner controller model ...... 84 Table 51: Coefficients of lift and drag as taken from 2014 example profile ...... 85 Table 52: The definition of the inputs and outputs parameters of the GES kite model ...... 86 Table 53: The definition of the inputs and outputs parameters of the GES HFO model...... 88 Table 54: The definition of the inputs and outputs parameters of the GES MGO model ...... 89 Table 55: The definition of the inputs and outputs parameters of the GES fuel switch model ...... 91 Table 56: Stena Carrier’s main engine specifications...... 92 Table 57: The definition of the inputs and outputs parameters of the GES main engine model ...... 93 Table 58: The definition of the inputs and outputs parameters of the GES PTO gearbox model ...... 95 Table 59: Stena Carrier Propeller specifications ...... 96 Table 60: The definition of the inputs and outputs parameters of the GES CPP model ...... 97 Table 61: The definition of the inputs and outputs parameters of the GES hollow shaft model ...... 98 Table 62: The definition of the inputs and outputs parameters of the GES hull model ...... 99 Table 63: The definition of the inputs and outputs parameters of the GES Holtrop-Mennen resistance model ...... 100 Table 64: The definition of the inputs and outputs parameters of the GES quadratic resistance model ...... 101 Table 65: Rudder specifications ...... 103 Table 66: The definition of the inputs and outputs parameters of the GES 1+1 controller model ...... 107 Table 67: A list of the Stena Carriers installed on-board power generators and consumers ...... 109 Table 68: The definition of the inputs and outputs parameters of the GES consumer load model ...... 110 Table 69: The definition of the inputs and outputs parameters of the GES shaft generator model ...... 112 Table 70: The definition of the inputs and outputs parameters of the GES generator model ...... 114
GLOSSARY OF TERMS & ABBREVIATIONS
AE Auxiliary Engine MEPC Marine Environment Protection Committee AES All Electric Ship MFO Marine Fuel Oil CPP Controllable Pitch Propeller MGO Marine Gas Oil EBM Energy Balance Modelling MOC Maintenance Costs ECA Emission Control Area MTBF Mean Time Between Failures EEDI Energy Efficiency Design Index MTTR Mean Time To Repair EEOI Energy Efficiency Operational Indicator NiMh Nickel Metal-Hydride EPA Environmental Protection Agency OCV Open-Circuit Voltage EU European Union PM Permanent Magnet FPP Fixed Pitch Propeller PNGV Partnership for New Generation of Vehicles GES General Energy Systems PTH Power Take-Home GHG Green House Gas PTI Power Take-In HMI Human Machine Interfaces PTO Power Take-Off IMO International Maritime Organization PV Photovoltaics IR Internal Resistance PWM Pulse Width Modulation Li Lithium SFC Specific Fuel Consumption LNG Liquefied Natural gas SFOC Specific Fuel Oil Consumption LPG Liquefied Petroleum Gas SOC State of Charge MCR Maximum Continuous Rating SOH State of Health MDO Marine Diesel Oil SWBS Ship Work Breakdown Structure ME Main Engine WHRS Waste Heat Recovery System
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1 INTRODUCTION
The aims of this report are to present the modelling of all energy relevant components to reduce greenhouse gas (GHG) emissions for current operating cargo ships. The objectives are to optimise the energy systems on-board by energy balancing of the energy sources and consumers on-board a cargo ship. This project aims to reduce the GHG by implementation of novel, state-of-the-art energy concepts, distribution networks and power management strategies, so actuate effective modelling of the electric systems and their installation on-board ship is of very important for meaningful comparison and evaluation.
This document covers the work performed in Task 2.3 to development new component libraries for the energy technologies being investigated as part of this project, to be implemented within the General Energy Systems (GES) modelling environment. In Tasks 2.1 and 2.2, a suitable cargo ship was chosen and modelled within TNO’s GES modelling software tool. This is used as the reference case ship for later analyses and comparison with the new on-board electrical systems configurations that will be developed as part of this project. The main energy consuming components on-board the references were modelled to be included in the main INOMANS2HIP library within the GES environment. In addition to the creation of the reference ship’s components libraries in the Task 2.2, a simulation environment was setup were a global model of the reference ship was developed to simulate all the energy systems on-board, consumers and sources, see Deliverable D2.1 for more details.
The GES tool will be used simulate the global energy systems, input differing operational profiles and compare the different ship electrical configurations that will be explored in this project. Component libraries will be created for GES, extending the current INOMANS2HIP library with all energy relevant components presented in this report.
1.1 New State-of-the-Art Energy Components
From the previous market study, Deliverable D1.1, and the technology review, Deliverable D3.1, a number of possible energy technologies were identified that can be implemented on-board certain types of cargo ships. In order to assist in the study and assess of the impact of the chosen technologies models were created, which would be used in a suitable reference global ship model.
The main and auxiliary engines used to provide propulsion and electric power on-board the ship generate hot exhaust gases, producing 25.5% in lost energy. Some of this waste heat can be recovered to produce steam in an exhaust gas boiler or economiser. This steam can be used to provide a ship’s steam needs for heating or used to drive a turbine to generate electrical power. Potentially, a waste heat recovery system (WHRS) used to power a turbine can recover up to 5.7% of the energy lost according to a MAN report (MAN, 2012). The amount of electrical power generated this system will vary depending on the size of the system, power needs of the ship and engine operation. Figure 1 shows the energy produced and lost from a typical large 2-stroke marine engine, as well as the potential energy that can be recovered using a WHRS to generate electrical power.
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Figure 1: Energy balance of 2-stroke diesel engine with and without WHRS (MAN, 2012)
Other ways to increase the efficiency is to use variable speed generators or to install an alternator to the main engine of the ship, in a power-take-off (PTO) system, to manage the engines better to optimise their operation for longer. However, the project aims to investigate the possibility of implementing novel power generation technologies on-board cargo ships. To date, apart from a couple of demonstration applications, the use of renewable energy sources, such as solar panels or wind turbines as shown in Figure 2a and 2b, has been limited and generally, not on a large scale. In addition, within the marine industry the use of hydrogen fuel cells is only just being demonstrated, see Figure 2c. These technologies, as well as better operational management of the installed diesel engines have great potential to reduce fuel consumption and consequently CO2 emissions.
PV Panel Array
Wind Turbines
a: Installation of PV on Toyota car carrier ( ) b: Installation of wind turbines on Stena RoRo ( )
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c: Marine fuel cell unit developed by Wärtsilä, EU Funded METHAPU Project (Fontell, 2011) Figure 2: Examples of alternative on-board power generation technologies
The problem with using renewable power generation technologies is their sporadic nature. If the sun does not shine or if the wind does not blow, no electrical power is generated. Similarly, fuels cells operate most effectively for short periods, in order to maintain their operational life. However, this is leads to problems if a continuous steady-state electrical power supply is needed. These technologies work best in conjunction with some form of energy storages system, such as batteries, supercapacitors or similar device. Energy storage technologies can be used to even out the electrical power distribution to provide a continuous steady-state supply by storing surplus electrical power production. This adds an extra dimension to the new power management and distribution network being developed as part of this project.
All of the above technologies are described in detail in Deliverable D3.1 and will be modelled, along with several other ship systems, to create a GES library of components for this project.
1.2 The General Energy System (GES) Simulation Environment
The GES simulation environment is a unique open architecture software package developed over twenty years by TNO at the bequest of the Royal Netherlands Navy to facilitate the study the energy flow on-board marine vessels. GES provides a simulation tool allowing analysis of energy flow of complex processes and systems, modelling at a component or sub-system level. GES is a flexible tool that uses simple connectable building blocks to create component models to create whole ship or process systems can be used to explore and compare different configurations and energy strategies at an operational level (Van Hugt, 2000).
Due to the open architecture of GES, many other aspects of the system and components can be included into the model. Aspects such as weight, size, failure rates (MTBF), maintenance times (MTTR), costs, efficiency and fuel consumption can all be included as separate parameters into the simulation. In addition, GES can use an excel file import and export real-time operation data for easy analysis and comparison of different system configurations or designs. Some of the typical applications of the GES program are;
Analysis of installed integrated and interdependent propulsion and power generation systems Determining and comparing the effects of the application of new technology systems or operational strategies on the whole system or individual components
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Enabling rapid system design and analyses Optimising operational performance of installed systems Determining the residual capacity of system in case component malfunction Cost and environmental impact analyses of entire systems or at a component level
GES is based on the bond graph method for energy flow analysis. The bond graph method is a domain-independent graphical notation of physical parameter modelling system, which is the basis of the object-orientation simulation in GES. Figure 3 shows the basic building blocks consist of a number of inputs and outputs know as gates defined by two factors, effort and flow. The relationship between the input and output gates defined by some function of the effort and flow parameters.
Figure 3: Structure of the basic building block concept in the GES environment
For example, in the block shown in Figure 4, the input power (Pin) is defined as by a function of the effort, Toque (τ), and the flow, angular velocity (ω). This can be further translated to give the electric output power (Pout) in terms of the effort, voltage (U) and the flow, current (i), depending on the exact relationships of the system and losses.
Figure 4: General system concept in GES (van Hugt, 2000)
Many technology developers and analysts have created their own models using MATLAB and/or Simulink. GES caters for these developers by allowing these models to be linked to the building blocks in the GES environment, transferring real-time data to and from MATLAB/Simulink model. This enables easy integration of pre-existing technology or systems models reducing the time of development of any simulation.
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GES’s open object-oriented modelling system allows for the easy development of much large complex systems from basic building blocks of the component and the sub-system models. Libraries of the proposed technology components and sub-system models can be created to allow rapid development and analysis different arrangements and installations for a reference ship (to be decided in Task 1.1 and reported in Deliverable D1.2), as reported in this document.
1.3 Responsibility for New Component Modelling
As part of this project, a number of novel energy technologies are being investigated into their suitability for implementation on a reference ship. To allow for rapid development and comparison of the global ship models for the different proposed configurations, several general ship and novel energy technology component models needed to be created. Table 1 shows a list the novel energy technologies (see Deliverable D3.1) and reference ship’s systems (see Deliverable D2.1) and the partners responsible for the creation of the basic component and sub-system models. Component and Sub-system UNEW IMTECH WARTSILA NAREC TNO Modelled Waste heat recovery systems x x Constant speed generator x x x Variable speed generator x Auxiliaries x Auxiliaries PTO/PTI/PTH x x x (motors/generators) Fly wheel x Solar cells x Sail types x Wind turbines x Advanced batteries x x x x Fuel cells x x x x Compressed air x x x x Super capacitors x x x x Propellers x Diesels x x x Ship resistance x Propulsion systems x *Indicates project partner leading the development of the component and the sub-system models X ** Indicates project partner involved in the developing of the component and the sub-system models Table 1: Overview of relevant components with highlighting leading partner
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2 Creating New Component Model Libraries for GES
To create a uniform description of the model some of the variables need to be defined. These variables are related to certain information or data related to the ship, the system/component being modelled and those variables calculated by the program, which are defined as; Attributes for Ship information o Are global values for the ship model (see 2.1) Attributes for system or component o Are fixed values for the system or component (see 2.2) Attributes calculated by the program o Are operational dependent values of the system or component (see 2.3)
The data required enables the global ship, installed components and their effects to be modelled. Each of the ship’s sub-systems/components will be modelled using this information, as well as the fundamental relationships of the flow and effort parameters. In this way, a basic block model can be created to describe an operation profile for each of the novel energy technologies being proposed and main ship’s components in terms of their inputs and outputs. These can then be used to develop the reference ship global model and compared with the different proposed ship’s architectures of the novel energy technologies being developed later in this project in Tasks 2.4 and 3.3.
2.1 Reference Ship’s Required Information
The global ship information requirements relate to that data needed to describe the size, weight, draft, class, design speed and general hull form of the ship, which fully describes the reference ship and has an effect its sailing profile. This allows for the selection of installed equipment, power and propulsion needs. Table 2 shows the full list of data needed to describe the reference ship for global modelling. Additional data may be sort to describe different sailing profiles, such as full loaded, ballasted and unloaded. Description Global variable Reference Ship identification ShipType See for the definition appendix Ice Class IceClass IC=1 IB=2 IA=3 IA Super=4 Length, overall Loa [m] Length, between perpendiculars Lpp [m] Breadth moulded Beam [m] Depth moulded DepthMoulded [m] Designed draught moulded DraftT [tonne] Gross tonnage GrossT [grt] Deadweight at design draught Dwt [tonne] Displacement at design draught Delta [tonne] Lightweight Delta_Dwt [tonne] Reference speed Vref [knots] Draft Draft [m] Table 2: Variables for ship information
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2.2 System Model Information Requirements
To enable rapid development of the proposed energy technologies and the reference ship’s installed equipment, a number of variables are needed which define the components and sub-systems. Table 3 shows the layout of the parameters and description needed for modeling of a typical component or sub-system in GES. Description Local variable Reference System Type Type Engines “ENG” Generator “GEN” PTO “PTO” Thruster “THR” Resistance “RE” Propeller “PROP” Shaft “SH” Fuel Tanks “FT” Battery “BAT” Emission “EMIS” ACAC “ACAC” Converter “CON” Load “LO” Set “SET” Solar Cell “SOL” Switchboard “SW” Transformer “TR” Waste heat “WH” Cold ironing “CIR” Capacity “CAP” Wind “WIN” Motor “MOT” Ship work breakdown structure SWBS Uniform number to categorize the component. (See annex 7.1) Type of component type_fuel To determine emissions Nominal power P_nom [kW] Nominal speed n_nom [rpm] Nominal voltage U_nom [V] Initial purchase cost IPC K€ Length length [m] Width width [m] Height height [m] Volume volume [m3] Area area [m2], shaft, cables, diesels passage Specific mass Spec_mass [kg/m] Floor area Floor_area [m2] Table 3: Variables for fixed attributes of components and sub-systems
The primary parameters (white shading in the table) define the model in terms of its inputs and output requirements, as well as defining the nature of its operation. In addition to these parameters needed to define the operation of the component and subsystem, further input parameters are defined (gray shading in table) that are necessary later in the project to determine the layout of equipment, design of installation space and implementation costs needed for later tasks in the project. Additional information or data may be required to better define the basic component or sub-system models, improving the accuracy and scope of the simulation.
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2.3 Data Generated in GES based on Reference Ship’s Operational Profile
In addition to the variables already defined for the reference ship and the installed equipment and components, GES can internally generate a number of variables based on predefined factors and relationships, which are dependent on the operational profile of the reference ship. These factors, based on well-defined variables largely independent of the type of ship, are used to define the fuel consumption, emission, expected failure rates, downtime for repairs and operational costs for the ship for a single trip or over its working life. Table 4 shows the type of data generated within the GES models using its operational profile. Description Global variable Reference Efficiency efficiency [-] Exhaust Exh_FLOW Total exhaust flow [g/s] exh_NOX [g/s] exh_HC exh_CO exh_SO2 exh_CO2 exh_PM exh_CH4 Specific fuel consumption SFC [g/kWh] Maintenance cost MOC [k€/year] Life span Life_span [year] Mean time between failures MTBF [year] Mean time to repair MTTR [hr] Table 4: Variables calculated for every operational condition
This data will be generated in GES and be used primarily in WP6 to determine and compare the environmental and cost impacts, as well as the assessing risk, of the different proposed power and propulsion configurations.
2.4 Format Component Library
The components or sub-systems must be modelled within the user define component of the GES simulation tool. The models in the library components are described in ASCII files with the following format shown in Table 5.
Notation Description
< > Indicates that something must be completed // text behind is comment //bold text literally take over Format Explanation //version
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indicates who and when the model is adjusted, if necessary, provided with an explanation
Example: /*Author and revisions J. van vugt 11-10-2013 J. Heslop 20-11-2013 changed emission */ SWBS=<#>; SWBS number of component, see 7.1 for selection type_fuel=1; Indicates that the component generates emissions //Explanation Information of background of the model Init function block. The block begins where a previous block ends.
init_function; This block is calculated once, before all the other //------calculations and is a part of the model description. More init blocks on several places can be used in the code and are cat automatically Pre function block. The block begins where a previous block ends.
This block is calculated every time step, after the pre_function; init_function blocks and is a part of the model //------description.
More pre blocks on several places can be used in the code and are cat automatically. Gate description. The block begins where a previous block ends.
A hashtag is the gate number of the component
For every gate one gate block must be defined. Post function block. The block begins where a previous block ends.
post_function; This block is calculated every time step, after the //------gate blocks and is a part of the model description.
More post blocks on several places can be used in the code and are cat automatically.
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Optional can code included to the component to export the attributes variables of the component. ‘attributes_inomanship.equ’;> Remark. This include file must be worked out. Example is given. Table 5: Typical format and notation within GES for the component modelling 2.5 Creating a Model in GES An example of a two gates transformer model in the GES modelling environment is shown in Figure 5 Figure 5 Figure 5: An example of GES component model The basic modelling block has a single input and output. The direction of flow is from right (input: e & f) to left (output: e1 & f1) as indicated by the arrow. These blocks can be opened and programmed with the relative input and output parameters, as well as the relationship functions. More inputs and outputs can be inserted into model block by simple changing the number of input and output gates. As an example, the relationships of a simple transformer are; e1 = N * e; f = N * f1; The relationship between the input and output of the simple transformer are given by two functions given in terms of the effort (e & e1) and flow (f & f1). The basic temple of the programming components is shown in Table 6; //VERSION INOMAN.1 %Version = 'INOMAN.1'; /* Transformer */ //sys.nowarning; /*Author and revisions Creation date is 27-10-2013 TNO */ 27/09/2013 PU Page 18 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design /*Explanation Inomans2hip D2.2 Conventional cargo ship model and simulation */ name_parameter(0) 'N;[-]'; //Parameters N = parameter(0); %N [-] SWBS = 0; %Ship work breakdown structure type_fuel = 0; init_function; //Constant Attributes P_nom = 0; %[kW] n_nom = 0; %[rpm] U_nom = 0; %[V] IPC = 0; %[k€] length = 0; %[m] width = 0; %[m] height = 0; %[m] volume = 0; %[m3] area = 0; %[m2] Spec_mass = 0; %[kg/m] Floor_area = 0; %[m2] mass = 0; %[kg] init_function; //gate(0) flow function f0 = f f1 = f_gate(1); f = N * f1; f_gate(0) = f; //[-] //------ //gate(1) effort function e1 = e1 e = e_gate(0); e1 = N * e; e_gate(1) = e1; //[-] //------ //Variable Attributes efficiency = sys.component.efficiency; MOC = 0; %[k€/year] Life_span = 0; %[year] MTBF = 0; %[year] MTTR = 0; %[hr] post_function; include 'attributes_inomanship.equ'; *TEXT* Normal text *TEXT* Descriptor *TEXT* Gate or conditional statement (‘if’, ‘else’, ‘include’…) Table 6: GES template for component coding 27/09/2013 PU Page 19 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The include file 'attributes_inomanship.equ' exports the emissions of the component to the total emissions of the system. Example: //VERSION INOMAN.1 //------// if(type_fuel){ #IF type_fuel==1 !Total_CO2 = !Total_CO2 + exh_CO2 * !time * 3600 / 1000; !Total_SO2 = !Total_SO2 + exh_SO2 * !time * 3600 / 1000; !Total_NOX = !Total_NOX + exh_NOX * !time * 3600 / 1000 ; !Total_HC = !Total_HC + exh_HC * !time * 3600 / 1000; !Total_CO = !Total_CO + exh_CO * !time * 3600 / 1000; !Total_PM10 = !Total_PM10 + exh_PM10 * !time * 3600 / 1000; #ENDIF post_function; 27/09/2013 PU Page 20 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 3 Component Models of Novel Power Generators and Consumers This chapter describes the component modelling of the novel power generator and consumer technologies being investigated by this project to reduce CO2 emissions. The technologies are grouped in terms of their proposed nature, i.e. renewable energy systems, electrical machinery energy recovery/efficient systems and alternative distribution networks and shore power supply. These will be similarly grouped within the GES libraries. 3.1 Renewable Energy Sources Renewable energy sources concerns any technology that converts the energy in the natural world in to usable electrical, mechanical or thermal energy. Typically, these devices convert solar energy, geothermal energy, wind, tidal and wave power. INOMANS2HIP aims to investigate those devices that can practical to implement on-board a ship, namely solar energy and wind power converts, i.e. solar photovolaics (PV), solar thermal and wind turbine generation. 3.1.1 Solar Power Generation Solar energy devices generate power by convert the irradiance from the sun into usable electrical and/or thermal energy. Although, this technology is maturing in terms of shore-based applications, in the marine sector the overriding initial relatively high costs, low efficiencies and required area of coverage has produced scepticism within the marine industry about its use. However, improving PV efficiencies, lower capital costs and high fuel price has raised the interest from in the marine industry the solar power generation technologies with a number of small-scale marine vessel and commercial applications being demonstrated. 3.1.1.1 Solar Source The solar source component delivers the sea level irradiance level in W/m2, which is the main input for the photovoltaic modules model. This is based on the time, date and position of the ship. In order to calculate the likely irradiance level, data is being used from the Satellite Application Facility on Climate Monitoring (CM SAF), run by the European Organisation for the Exploitation of Meteorological Satellites (EUMETSAT). CM SAF is a consortium project with contributions of several European meteorological services (FMI, KNMI, Meteo Swiss, RMIB, SMHI) with Deutscher Wetterdienst (DWD, Germany) as the leading entity. Specifically, the data used for this project is the CM SAF Surface Radiation MVIRI Data Set. The data set is a satellite-based climatology of the surface irradiance, the surface direct irradiance and the effective cloud albedo derived from satellite-observations from the visible channel of the MVIRI instruments on board the geostationary Meteo satellites. The data covers the years 1983 to 2005 and covers the region ±70° longitude and ±70° latitude. This region includes the majority of the Pacific Ocean, parts of the Norwegian Sea, parts of the Southern Ocean, the Celtic Sea, English Chanel, North Sea, Baltic Sea, Mediterranean and the Black Sea. Data is available as hourly averages on a regular latitude/longitude grid with a spatial resolution of 0.03° x 0.03° degrees. An example of 1 hour of data is shown in Figure 6. 27/09/2013 PU Page 21 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 6: One hour mean surface irradiance for 1pm GMT on the 29th August 1985. Product name SID198508291200001170031201MH.nc. Displayed using NASA’s Panoply software NAREC has manipulated the data using the Climate Data Operators (CDO) from Max-Planck-Institute für Meteorology and open source net CDF Operators (NCO). This is allowing NAREC to calculate a mean year on a temporal resolution of one hour periods to be constructed covering the -70 +70 degrees in 0.03 x 0.03° squares. A look up table is being created from this data, which can then be queried by a simple Matlab/Simulink process which uses an operational profile, splits it into positions on the 0.03 by 0.03 grid. A further addition to the model will be a shading calculation. When the reference ship is decided upon, it is the intention to have a calculation of the shadows based on position, date and time. The current progress on this is using a RUBY based script and the free software Trimble Sketch up (previously known as Google Sketch up). The outputs from this system will be fed into a GES module, providing levels of irradiance on for each hour. This GES module, as shown in Figure 7, will feed directly into the PV module. Figure 7: Solar source model block in GES Table 7 shows the attributes needed for the creation of the solar irradiation. This model will be used in conjunction with the PV system model to determine the electrical power produced long shipping routes anywhere around the world. 27/09/2013 PU Page 22 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Solar source Type Version INOMAN.1 Help Created Name SOL_Source Fuel type 0 NAREC Gates 1 SWBS 0 31-10-2013 Parameters 1 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out m2 [m2] W_m2 func [W/m2] 0 Solar source 800 [w/m2] Table 7: The definition of the inputs and outputs parameters of the GES solar source model 3.1.1.2 Photovoltaic (PV) Cells In order to model a photovoltaic cell, a basic equivalent circuit has been modelled in Matlab/Simulink as in Figure 8. This simplifies the photovoltaic cell into a circuit with two resisters, a diode and a power source. The first resistor, RS, represents the series resistance of the cell, whilst the second, RSH represents the shunt resistance. Figure 8: Equivalent circuit diagram of the PV model (Gonzáles-Longatt, 2006) As discussed in Deliverable 3.1, and taken originally from (González-Longatt, 2006) and (Tsai, et al., 2008), the following equations describe the current from the equivalent circuit in Figure 3. ( ) ( ) ( ) Equation 1 Where; IPH=Photocurrent I0 =Cell saturation Dark Current q =electron charge (1.6*10-19C) -23 -1 k =Boltzmann constant (1.38*10 JK ) TC=Cell’s working temperature A=Ideality factor (1.2 for mono crystalline silicon and 1.3 for polycrystalline silicon) RSH=shunt resistance [Ω] RS=Series Resistance [Ω] In order to use Equation 1 then the values of IPH (photocurrent) and IS (series current) need to be derived. These are given in Equation 2 and Equation 3. [ ( )] Equation 2 Where; 27/09/2013 PU Page 23 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design ISC=cell’s short circuit current under standard test conditions K1=cell’s short circuit current temperature coefficient TRef=Cell’s reference temperature λ =irradiance [kWm-2] ( ) [ ] Equation 3 ( ) Where; IRS=Cell’s reverse saturation current at standard test conditions EG=Band gap voltage of the semiconductor (in this case, silicon) However, if the value of RS is taken to be zero, then Equation 1 can be simplified as in Equation 4. ( ) Equation 4 Using the above equations, a Matlab/Simulink Model was created. Matlab was chosen as it is where NAREC has expertise in modelling, and can be linked with GES. The model requires several parameters, to allow for multiple types of photovoltaic cell to be modelled as shown in Figure 9. At present, the interface asks for detailed information, although, this can be simplified for the Human Machine Interface to be developed later in the INOMANS2HIP project. Figure 9: Photovoltaic cell model in Matlab/Simulink As the Matlab/Simulink model shows, there are two inputs, solar irradiance and reference voltage for the PV system (Vpv). The model outputs the PV system’s power (P) and current (I). For the PV system, a number of predetermined variables need to be defined in Matlab/Simulink, depending on the exact type and size of the PV installation. Figure 10 shows the Matlab/Simulink input parameters dialogue box of predetermined variables for the PV cell model. 27/09/2013 PU Page 24 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 10: Input parameters dialogue box for the Photovoltaic Cell model. The model includes several inputs, which have previously been described in the equations. The majority of these can usually be found from any commercial PV module manufacturer, assuming the modules were tested to the IEC 61215/61646 standards (International Electro technical Commission, 2005) (International Electro technical Commission, 2008). Below is a short summary of some of the factors and terms, which require further explanation. Ideality Factor (A) The ‘ideality factor’ of a diode is a measure of how closely the diode follows the ideal diode equation. This varies for different type of photovoltaic cell types. Experimental results of different photovoltaic modules are given by Yordanov (Yordanov, et al., 19-23 June 2011), which also shows how ideality factor varies for the same cell throughout a single day of operation. PV Module Type Ideality Factor Aged mono-Si, 12.5×12.5 cm2, 36 cells 1.108 Back-contact mono-Si, 12.5×12.5 cm2, 32 1.295 cells Mono-Si, 15.6×15.6 cm2, 72 cells 1.239 Poly-Si, 15.6×15.6 cm2, 72 cells 1.386 Poly-Si 2, 15.6×15.6 cm2, 60 cells 1.207 Poly-Si 2, 15.6×15.6 cm2, 60 cells 1.180 HIT, ~50 cm2(Honeycomb), 240 cells 1.401 Aged poly-Si, 10×10 cm2, 36 cells 1.326 Table 8: Ideality Factor against different photovoltaic module Figure 11: Variation of ideality factor across one day types of operation of two polycrystalline silicon PV modules (Yordanov, et al., 19-23 June 2011) (Yordanov et al., 2011; Yordanov et al., 2010) 27/09/2013 PU Page 25 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Temperature (T) and Short Circuit Current Temperature (K1) This is included to allow extensions to the model in future to include the variations in efficiency resultant from temperature changes. For example, a silicon photovoltaic cell will have an increase in power output of approximately 0.5% per degree Celsius reduction in temperature, whereas, a thin film cell will have a power improvement in the region of 0.2%. The amount that the current varies according to the temperature is defined by the Short Circuit Temperature Coefficient (K1). Band Gap Voltage (EG) The band gap voltage relates to the portion of the electromagnetic spectrum, which the photovoltaic cell can absorb and convert into electricity. Some PV systems involve multiple semiconducting materials sandwiched together, thus, allowing multiple parts of the electromagnetic spectrum to be captured, leading to higher efficiencies as shown in Table 9. Material Formula Band Gap [eV] Reference Silicon Si 1.11 (Streetman, et al., 2000) Gallium(III) arsenide GaAs 1.43 (Streetman, et al., 2000) Cadmium telluride CdTe 1.49 (Kasap, et al., 2006) Germanium Ge 0.67 (Kasap, et al., 2006) Table 9: Band gaps of a selection of materials used in photovoltaic cells Output of Model The model was tested for a range of temperature1, irradiance and voltage levels. The results showed the model to behave like a typical PV cell. Figure 12 and Figure 13 show the IV and Power curve outputted by the model for different temperatures. Figure 12: Matlab model I-V curves for various Figure 13: Matlab model P-V curves for various temperatures G = 1 Sun, T = 0, 25, 50 and 75°C temperatures G = 1 Sun, T = 0, 25, 50 and 75°C 1 The model is not designed to currently take a dynamically changing temperature input for the ship, but a constant temperature can be set, and this means the functionality can be expanded. 27/09/2013 PU Page 26 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design This model is then connected with the GES Solar Cell model. This allows the system to interact with the rest of the ship components. It receives an input of voltage from the rest of the ship model, and an input of irradiance from the solar source model with the output is a current. 3.1.1.3 Basic PV Cell Model Figure 14 shows the basic PV model pictorial representation created in GES. This was added to the new cargo library developed in GES as described in chapter 6. Figure 14: Basic GES PV model block Table 10 represents the basic PV attribute that were used to create the initial PV model in GES. Solar cells Type Version INOMAN.1 Help Created Name SOL_Cells Fuel type 0 NAREC Gates 2 SWBS 0 31-10-2013 Parameters 3 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In m2 func [m2] W_m2 [W/m2] 0 Type 0 [-] 1 0 Out uo func [-] io [-] 1 Number in serie 1 [-] 2 Solar area 1 [m2] Table 10: The definition of the inputs and outputs parameters of the GES PV model Table 11 shows the table of component and GES generated parameters Constant Variables P_nom 0 [kW] MOC 0 [k€/year] n_nom 0 [rpm] Life_span 0 [year] U_nom 0 [V] MTBF 0 [year] IPC 0 [k€] MTTR 0 [hr] length 0 [m] width 0 [m] height 0 [m] volume 0 [m3] area 0 [m2] Spec_mass 0 [kg/m] Floor_area 0 [m2] Table 11: The additional attribute parameters of the PV model Although, the initial base PV model has been created and tested, the final parameters in the tables above will be determined once the ship selection, power needs and distribution network configuration have been determined in other WPs, later in the project. This is because the sizing and selection of the PV system to be installed is dependent on the ship, shipping route electrical power demands and distribution network. 27/09/2013 PU Page 27 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 3.1.1.4 Connecting the Solar Source & PV Models in GES Once both of the elements, i.e. the solar source and PV models, were created, they were linked in the GES environment. Figure 15 show the PV-model connected to a solar source and the output is connected to a voltage source (E constant). Figure 15: Combined PV & solar source model The Simulink model can be started by clicking with the right mouse on the component and select 3.1.2 Wind Power Generation Wind generation uses the power of the wind to turn a turbine through a set of blades to generate electrical power (see D3.1 for further details). There are two main types of wind turbine, horizontal and vertical axis turbines. Wind turbines are a mature technology, extensively used in land based and offshore permanent installations, which has largely been ignore by the marine industry until recently, as they are believed to increase aerodynamic drag on the super structure of the any ship, eliminating any benefits of electrical power generation. However, an installation on-board the Stena Jutlandica, of three turbines on the bow of the Ro/Ro ferry, has shown promising results. This section describes in detail the development of the elements to create a basic wind turbine that will be used to investigate the possibilities of further applications of wind turbine technologies on-board cargo ships. 3.1.2.1 Wind Turbines Wind turbines are discussed in detail in Work Packages 1 and 3. Here follows the equations necessary to model a basic wind turbine. This can be modified for vertical or horizontal axis turbines via the coefficient of performance. The model has been built in Matlab/Simulink and connected to GES through a GES module. The series of equations that describe a basic wind turbine model will be explained in this section. Mechanical Power The general formula for the mechanical power available to a wind turbine is based on the area swept by the blades. This is described by Equation 5; ( ) Equation 5 Where; = Mechanic power [W] = Air density [kg m-3] 27/09/2013 PU Page 28 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design = Area swept by turbine [m2] = Power coefficient [-] -1 = Velocity of air [ms ] The Power Coefficient (Cp) describes the efficiency of the wind turbine, which can theoretically harvest up to 59.3% of the energy from the wind (the Betz limit). The Cp varies with the tip speed ratio. This can be based on manufactures data, or calculated as in Equation 6 (taken from (Slootweg, et al., 2004)). ( ) ( ) Equation 6 Where; = Pitch angle of blade [°] = Constant as given in (Slootweg, et al., 2004) [-] The value of the term is given in Equation 7. Equation 7 Where, = Constant as given defined by Slootweg (Slootweg, et al., 2004) [-] Table 12 shows the speed constant for wind turbines as determined by Slootweg. c1 c2 c3 c4 c5 c6 c7 b1 b2 Constant speed 0.44 125 0 0 0 6.94 16.5 0 0.002 Variable speed 0.73 151 0.58 0.002 2.14 13.2 18.4 -0.02 -0.003 Table 12: Values of cn and bn from Slootweg (Slootweg, et al., 2004) Hub height correction The wind turbine may be at a different height to that of the wind data, which is collected. This data can be modified to be representative of the hub height of the wind turbine using Equation 8. ( ) ( ) ̅( ) ̅( ) Equation 8 ( ) ( ) Where; = Friction velocity [ms-1] = Coriolis parameter ( ) = Latitude [˚] = Angular velocity of Earth [rad s-1] = Hub height [m] = Reference height [m] 27/09/2013 PU Page 29 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Tower Shadow In order to account for the issues of tower shadow, where the blade passes in front of the tower and thus momentarily reduce the capability of the wind turbine to harvest mechanical energy from the wind. This is dealt with using (Monfared, et al., 2008). ( ( ) ( ) Equation 9 Where; = Mean wind induced torque [Nm] = Mechanical torque of turbine [Nm] = 0.2 = 0.4 = Time [s] -1 = Angular velocity of the wind turbine [rad s ] Moment of Inertia The next stage of modelling a wind turbine is to consider the moment of inertia. First, for the blades this is described by Equation 10 (Tipler, 1999). Equation 10 Where; = width of blade [m] = Length of a bade [m] = Mass of one blade [kg] = Number of blades [-] Next, for the generator this is described as; Equation 11 The individual components for Equation 11 are; [( ) ( ) ] Equation 12 [( ) ] Equation 13 [( ) ] Equation 14 [( ) ] Equation 15 Where; = Mass of the rotor [kg] = Mass of shaft on left hand side [kg] = Mass of shaft in centre [kg] = Mass of shaft on right hand side [kg] = Outer diameter of rotor [m] 27/09/2013 PU Page 30 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design = Inner diameter of rotor [m] = Diameter of shaft on left hand side [m] = Diameter of shaft at centre [m] = Diameter of shaft on right hand side [m] One Mass Gearbox Model Using all of the above, the torque on the turbine (TT) and the Torque on the generator (TG) can now be related using a one mass approximation given by Equation 16 (Boukhezzar, et al., 2007). ( ) ̇ √ Equation 16 Where; = Moment of Inertia of the turbine (Equation 10) [Nm] = Moment of Inertia of the generator (Equation 11) [Nm] = Shaft torsional spring constant (equivalent stiffness) [-] -1 = Angular velocity of turbine [rad s ] -1 = Angular velocity of generator [rad s ] Synchronous Generator A Park-Blondel model for a synchronous generator is used for the generator. This can be described by; Equation 17 Equation 18 Equation 19 Equation 20 Where; = Instantaneous voltage [V] = Instantaneous current [A] = Resistance [Ω] = Angular velocity of generator [rad s-1] = Instantaneous flux [Wb] = Slip = (actual speed – synchronous speed)/synchronous speed [-] Where d and q relate to the d and q axis in the rotating frame of reference ( ) Equation 21 ( ) Equation 22 ( ) Equation 23 ( ) Equation 24 Where; 27/09/2013 PU Page 31 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design = Rotor inductance [H] = Stator inductance [H] = Magnetizing inductance [H] Output Power With currents in the d-q reference frame calculated, the electrical torque of the system can be calculated as in Equation 25 ( ) ( ) Equation 25 Where, = Number of poles in generator Real and Reactive power from the rotor and stator are calculated as; Equation 26 Equation 27 Equation 28 Equation 29 To simplify matters, if for the initial generator model a squirrel cage induction machine is simulated, hence; Thus, this leaves left with as previously described: Equation 26 Equation 27 As can be observed from the above equations, there is a feedback between the torques throughout the system, which means the equations are non-linear. 3.2 Alternative Electrical Power Sources This section will discuss the development and creation of the GES alternative electrical power sources models under investigation as part of this project. 3.2.1 Fuel Cell Modelling The principle of the fuel cell is simple and can be assimilated as a reverse electrolyse. More precisely, it is a controlled electrochemical transformation of hydrogen and oxygen, with a production of electricity, water and heat. The reaction of hydrogen with oxygen is given by; Rather than using combustion to react hydrogen with oxygen, a fuel cell uses an electro-chemical process. Hydrogen is fed into the fuel cell at the anode where the atoms are stripped of electrons. The electrons flow around the electrolyte in a circuit from the anode to the cathode where it is combined with oxygen and the hydrogen ions to form water. + - H2 2H + 2e 27/09/2013 PU Page 32 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design + - 4H + O2 + 2e 2H2O Depending on the type of fuel cell, the reaction, which is exothermic, can take place at different temperatures, from tens of degrees Celsius to a thousand degrees Celsius. The principle function of the fuel cell is common to all types, but the operating temperatures and the electrolyte type makes the fuel cells specifications different (adapted to certain applications). Figure 16 shows the basic fuel cell model created in GES. Figure 16: Fuel cell component model block Table 13 shows some common types of fuel cell technologies. Type of Fuel Cell Common Electrolyte Operating Temperature Typical Stack Size Efficiency PEM Polymer Electrolyte Perfluoro Sulphonic 60% Transportation 50-100oC < 1kW-100 kW Membrane Acid 35% Stationary Solution of Potassium AFC Alkaline Hydroxide soaked 90-100oC 10-100 kW 60% Matrix Phosphoric Acid PAFC Phosphoric Acid 150-200oC 400 kW 40% soaked matrix Molten Lithium, Sodium or Potassium MCFC Moltan Carbonate 600-700oC 300 kW – 3MW 45-50% Carbonates soaked matrix Yttria stabilised SOFC Solid Oxide 700-1000oC 1 kW – 2 MW 60% Zirconia Table 13: Common types of fuel cell technology As the table above shows, fuels cells vary dramatically depending on their electrolyte and working temperatures. The selection of an appropriate fuel cell will depend on the specific application and the required power output. Details of specific fuel cells are discussed in D3.1. The required inputs and outputs for the basic fuel cell model in GES are shown in Table 14. 27/09/2013 PU Page 33 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Fuel cell unit Type Version INOMAN.1 Help Created Name FC_CELL_UNIT Fuel type 1 TNO Gates 9 SWBS 2241 4-11-2013 Parameters 3 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In h [kJ/kg] dm/dt func [g/s] 0 Nominal power 500 [kW] 1 perc_C [%] 0 [-] 1 Nominal voltage 690 [V] 2 perc_H2 [%] 0 [-] 2 Number of Stacks 250 [kW] 1 [-] 3 perc_H2 [%] 0 [-] 4 density [kg/m3] 0 [-] 1 0 Out u func [V] i [A] 2 0 Out h [kJ/kg] CO2 func [g/s] 3 0 Out h [kJ/kg] CH4 func [g/s] 4 0 Out h [kJ/kg] CO func [g/s] 5 0 Out h [kJ/kg] NOx func [g/s] 6 0 Out h [kJ/kg] SO2 func [g/s] 7 0 Out h [kJ/kg] NMVOC func [g/s] 8 0 Out h [kJ/kg] PM func [g/s] Table 14: The definition of the inputs and outputs parameters of the GES fuel cell model 3.2.1.1 Reformer Model A fuel reformer is a device that can convert liquid fuels, such as gasoline, propane, biodiesel ethanol bio-butanol and LNG, into hydrogen. The device is used to reduce the space needed for hydrogen storage. The basic GES model of a reformer is shown in Figure 17, Figure 17: Fuel reformer component model block The basic inputs and outputs of the GES reformer model are shown in Table 15. 27/09/2013 PU Page 34 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Electric Fuel reformer Type Version INOMAN.1 Help Created Name FC_REFORMER Fuel type 0 TNO Gates 3 SWBS 0 4-11-2013 Parameters 2 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In h_fuel [kJ/kg] dm/dt func [g/s] 0 nominal efficiency 0.7 [-] 1 perc_C [%] 0 [-] 1 nominal power 1 [kW] 2 perc_H2 [%] 0 [-] 3 perc_S [%] 0 [-] 4 density [kg/m3] 0 [-] 1 0 Out h_hydrogen func [kJ/kg] dm/dt [g/s] 1 perc_C [-] 0 [-] 2 perc_H2 [-] 0 [-] 3 perc_S [-] 0 [-] 4 density [-] 0 [-] 2 0 Out 0 [kJ/kg] CO2 func [g/s] Table 15: The definition of the inputs and outputs parameters of the GES fuel cell reformer model 3.2.1.2 Combined Fuel Cell and Reformer System Model The fuel cell doesn’t work alone; it needs several devices and auxiliary systems to operate a fuel cell. The entire system is normally relatively complex. A simplified solution for the Inomanship_library is shown in Figure 18. Figure 18: Combine fuel cell and reformer system model The fuel cell system contains a specific fuel cell, with hydrogen from the reformer and normal marine gas oil. The selection of a specific fuel cell to be incorporated in system requires information for the reference ship and network design to determine operational needs and available space for installation. This information will be available for WP1 and WP3 later in this project. 27/09/2013 PU Page 35 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 3.2.2 Cold Ironing According to D1.1, the shore-based substation is typically designed to deliver a ship with a three- phase 6, 600V and 50/60Hz power supply, which can be converted on-board to the necessary requirements of the auxiliary systems running at that time. Figure 19 shows an example of a single line diagram of a typical cold ironing system. A 6.6 kV (PWM 3-level) converter provides the interface between the main network and the shore supply. Figure 19: Single line diagram of a cold ironing system 3.2.2.1 Dynamic Model of Cold Ironing The cold ironing power exchange is controlled using an advanced vector control, implemented by a PWM converter. This gives high dynamic performance to the power exchange between the Ship and the Shore, with a time constant about 5 ms. In Figure 20 is shown a simple model of a cold ironing quayside power supply. Figure 20: A model of a cold ironing quayside power supply Where; Pref is the Active Power set point Pact is the Active Power actual τ is a 5 ms time constant Figure 21 shows the basic model of a cold ironing power supply to a ship created in GES 27/09/2013 PU Page 36 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 21: Cold ironing power supply component Table 16 shows the inputs and outputs required by the GES cold ironing power supply model. electric Type Version INOMAN.1 Help Created Name cold ironing power supply Fuel type 0 TNO Gates 2 SWBS 0 11/12/2013 Parameters 2 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In u [V] i func [A] 0 ki 1 1 0 Out u func [V] i [A] 1 fi 0.005 Table 16: The definition of the inputs and outputs parameters of the GES cold ironing model The basic functions for cold ironing power supply model can be written in GES as; ki = parameter(0); w1 = parameter(1)*2*#pi; io = 0; init_function; xn = e_gate(0); yn = integral(1*io, w1*(xn-yn)); e_gate(1)=yn*ki; f_gate(0)=f_gate(1); Remark: the component is only useful for dynamic analyse of a cold ironing system. 3.2.2.2 On-Shore Power Plant A power plant engine with emission was modelled in GES as shown in Figure 22. Figure 22: Power plant engine model 27/09/2013 PU Page 37 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The model is very useful to compare emission from generators on-board the ship while in port with emission from those based onshore. However, it should be noted that shored based power supply might come from cleaner source of electrical generation, such as LNG power plants and renewable generation sources, and that the ship might have a WHRS connected to their on-board power generation plant. The final configuration of cold ironing power supply and on-board power generation will have to take into account of any additional factors. Table 17 shows the input and output requirements for a show based power generation plant. electric Type Version INOMAN.1 Help Created Name Power plant Fuel type 1 TNO Gates 11 SWBS 300 11/12/2013 Parameters 1 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out U func [V] i [A] 0 Shore voltage 0 [V] 1 0 Out h [kJ/kg] NOx func [g/s] 2 0 Out e [kJ/kg] HC func [g/s] 3 0 Out e [kJ/kg] CO func [g/s] 4 0 Out e [kJ/kg] SO2 func [g/s] 5 0 Out e [kJ/kg] CO2 func [g/s] 6 0 In h [kJ/kg] dm/dt func [g/s] 7 0 Out e [kJ/kg] O2 [g/s] 8 0 In e [kJ/kg] N2 [g/s] 9 0 In e [kJ/kg] H2O [g/s] 10 0 In AIR [kJ/kg] f [g/s] Table 17: The definition of the inputs and outputs parameters of a conventional shore based power generation plant Some properties for a power plant are: Carbon_dioxide = 0.618658; %Air kg fossil for 1 kWh Carbon_monoxide = 0.000349; %Air kg fossil for 1 kWh Nitrogen_oxides = 0.001229; %Air kg for 1 kWh NMVOC = 0.000144; %Air kg non-methane volatile organic compounds, unspecified origin for 1 kWh Sulfur_dioxide = 0.003801; %Air kg for 1 kWh Hydrocarbons = 5.1e-6; %Air kg aliphatic, alkanes, cyclic 3.3 Electrical Machines Electrical machinery describes any device, which converts mechanical power into electrical power and vice versa. These devices can be either being generators or motors. In this section, the main principles for the development of the common electrical machinery systems are discussed in the development of GES models. 3.3.1 Synchronous Machines The electrical machines (Motors & Generators) designs are described with the equivalent circuit that is show in Figure 23. 27/09/2013 PU Page 38 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 23: Synchronous machine circuit diagram The basic electric model is derived from a synchronous machine description for one phase. Ea the voltage induced in the stator by the field of the rotor flux. For a synchronous machine, the flux changed with the field current of the rotor. Ra is the resistance of the stator armature winding. Xs is the synchronous reactance, which is the self-induction of the armature winding. From this circuit of one phase of the machine are the voltage vectors for the motor shown in Figure 24. 3.3.1.1 Synchronous Generator The mathematical model of the synchronous generator can be described with a vector diagram as show in Figure 24. Figure 24: Vector diagram of a synchronous generator Where; IA is the armature current Vφ is the output or phase voltage (Vφ = EA + Estat) EA is the armature voltage RA is the stator resistance XS is the reactance of the stator coil δ is the load angle of the machine. Cos φ is the power factor of the machine. For a Y connection of the stator 3-phase winding VA = √ & IA 27/09/2013 PU Page 39 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The equivalent electric circuit diagram of the synchronous machine generator is shown in Figure 25. RA Ls =Ls jX s VaVA EEaA P_conv IAIa Figure 25: Electric circuit representation of a synchronous generator P_conv is the induced shaft power of the generator and derived from the vector diagram, the input power (Pin) is given by; P_conv = 3 EA IA co (φ δ) = PMech_in Where PMech_in is the mechanical input power given by; PMech_in τqω – μlosses Where; τq is the mechanical torque of the engine ω is the angular velocity in radians per second (=2π RPM/60) μlosses are the losses due to friction The equation of this model are: Va*cos(phi)= Ea*cos(phi-delta)-Ia*Ra; Va*sin(phi)= Ea*sin(phi-delta)-Ia*Xs; P_conv = 3*Ea*Ia*cos(phi+delta); The actual output electrical power from the engine is given by; Pelect_out = 3 VA IA cosϕ In addition, other losses can be taken into account, such as iron, inductive, rotational and bearing losses, depending on the type of machine in the GES modelling environment. Figure 26 the input into the model, which are the torque (M) and the angular speed (ω). The outputs from the model are voltage (u) and current (i). Figure 26: Synchronous generator model in GES 27/09/2013 PU Page 40 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Table 18 shows the main attributes to model a synchronous generator in the GES modelling environment. Electric components Type Version INOMAN.1 Help Created Name GEN_synchronous Fuel type 0 IMTECH Gates 2 SWBS 0 31-10-2013 Parameters 6 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In M func [N.m] w [rad/s] 0 nominal power 1700 [kVA] 1 0 Out u func [V] i [A] 1 line voltage 450 [V] 1 Freq [Hz] [-] 2 pole pairs 2 [-] 3 frequency 60 [Hz] 4 power factor 0.8 [-] 5 field factor 1 [-] Table 18 : The definition of the inputs and outputs parameters of the GES synchronous generator model The table above shows the initial variables used in the development of the synchronous generator model created by IMTECH for the GES model library. These initial parameters where used to validate the initial model, but may not represent the final generator arrangement, as this is dependent on the selection and power needs of the reference ship. Table 19 shows the parameters need to describe operationally and physically the synchronous generator in the GES environment. Constants Variables P_nom 0 [kW] MOC 0 [k€/year] n_nom 0 [rpm] Life_span 0 [year] U_nom 0 [V] MTBF 0 [year] IPC 0 [k€] MTTR 0 [hr] length 0 [m] width 0 [m] height 0 [m] volume 0 [m3] area 0 [m2] Spec_mass 0 [kg/m] Floor_area 0 [m2] mass 0 [kg] Table 19: Additional attribute parameters to define the synchronous generator in GES These parameters will be determined once the sizing of the synchronous machine is decided. This is based on the selection of the ship, the ship’s power needs and operation, as well as the final configuration of the distribution network. The information needed to define the final selected synchronous generator will be provided in other tasks and WPs later in the project. 3.3.1.2 Synchronous Motor Similar to the synchronous generator, the mathematical model of the synchronous motor can be best described with a vector diagram, as show in Figure 27. 27/09/2013 PU Page 41 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 27: Vector diagram of a synchronous motor The equivalent electric circuit of the motor is shown in Figure 28. IA RA Ls VA P_conv Ea Figure 28: Electric circuit synchronous generator P_conv is the induced shaft power of the motor and derived from the vector diagram, the induced output power (Pmech_out) is given by; co ( ) Pmech_out τq ω + μlosses Similarly, the P_conv function can be expressed in the GES model as; Va*cos(phi) = Ea*cos(phi-delta)+Ia*Ra; Va*sin(phi) = Ea*sin(phi-delta)+Ia*Xs; P_conv = 3*Ea*Ia*cos(phi-delta); The input electrical power of the engine is co ( ) In addition, losses can be taken into account, such as iron, inductive, rotational and bearing losses, depending on the type of machine in the GES modelling environment. Figure 29 the input into the model, which are voltage (u) and current (i). The outputs from the model are mechanical torque (M) and the angular speed (ω). 27/09/2013 PU Page 42 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 29: Synchronous motor model block Table 20 shows the basic inputs and outputs needed for the GES model of a synchronous motor. Electric Type Version INOMAN.1 Help Created Name MOT_synchronous Fuel type 0 TNO Gates 2 SWBS 0 12-11-2013 Parameters 5 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In u [V] i func [A] 0 nominal power 550 [kW] 1 freq [Hz] [-] 1 line voltage 480 [V] 1 0 Out M [N.m] w func [rad/s] 2 pole pairs 8 [-] 3 frequency 240 [Hz] 4 power factor 0.9 [-] Table 20: The definition of the inputs and outputs parameters of the GES synchronous motor model Table 21 shows the parameters needed to describe a synchronous motor in the GES modelling environment. Constants Variables P_nom 550 [kW] MOC 0 [k€/year] n_nom 0 [rpm] Life_span 0 [year] U_nom 0 [V] MTBF 1000 [year] IPC 0 [k€] MTTR 0 [hr] length 0 [m] width 0 [m] height 0 [m] volume 0 [m3] area 0 [m2] Spec_mass 0 [kg/m] Floor_area 0 [m2] mass 0 [kg] Table 21: Additional attribute parameters to define the synchronous motor in GES 3.3.1.3 Power-Take-Off (PTO)/Power-Take-In (PTI)/Power-Take-Home(PTH) Systems PTO/PTI/PTH systems use and electric machine connected to the main propulsion engine to either generate electric power and/or provide power for propulsion. This machine can be either in-line, where the generator/motor is connected in-line of the main propulsion shaft, or parallel to the main propulsion engine, where the generator/motor is connected to the propulsion shaft through a gearbox. To make comparison and analysis of the different electric network and systems easier, only synchronous machines will be used to develop the different PTO/PTI/PTH models, see above models. 27/09/2013 PU Page 43 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The models will be created to switch from a motor to a generator to provide propulsion power or electrical power respectively, depending to operational load of the main engine and the operational profile of the reference ship, i.e. sailing speed and auxiliary power demands at given times. The model will simply consist of a synchronous motor/generator model, a gearbox model connecting it to main engine and propulsion shaft models already created for the INOMANS2HIP libraries and combined to create the system models, see chapter 6.7 and 7. This, therefore, will require the reference ship’s specification, sailing and operational profile to enable the PTO/PTI/PTH system models to be created. Selection of the reference ship will be later in this project and reported in Deliverable D1.2 (due May 2014). 3.4 Energy Recovery Systems Discussed in this section is the development of GES models of energy recovery systems that can be utilised on-board marine vessels. 3.4.1 Waste Heat Recovery Systems (WHRS) In Figure 30 and Figure 31 are two configurations for a waste heat recovery system (WHRS) incorporating steam and gas generators. Figure 30: Waste heat recovery system with steam generator (doc. Wartsila) Figure 31: Combined gas turbine and steam turbine recovery systems (doc. MAN) 27/09/2013 PU Page 44 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The WHRS is directly linked to the running of the diesel engines. The exhaust gases from the on- board installed engines are exploited to generate mechanical rotation power, from either direct gas flow or thermally to produce steam, which can be connected to an electrical alternator to generate electrical power. The basic WHRS model should have data about the physical properties of the exhaust gases, temperature and flow, from the diesel engines to provide the inputs used to calculate the outputs as mechanical power generated. The basic WHRS block produced in Simulink is shown in Figure 32: Figure 32: Simulink model block of a simple WHRS In GES, the basic WHRS model is shown in Figure 33. Figure 33: The basic GES WHRS component model Table 22 gives the inputs and outputs needed for the creation of the basic GES WHRS model. Waste heat system Type Version INOMAN.1 Help Created Name WH_system Fuel type 0 WARSILA Gates 3 SWBS 5172 31-10-2013 Parameters 1 gate # Index Power [In,Out] effort cal unit flow Cal unit parameter # name value unit 0 0 In func [N/m2] Gasflow [m3/s] 0 Nominal Power [kW] 1 0 In GasTemp [K] func [W/K] 2 0 Out Torque func [N.m] w [rad/s] Table 22: The definition of the inputs and outputs parameters of the GES WHRS model The general function used to describe the WHRS is given as; TurbineOutputTorque = function(ExhaustGasFlow, ExhaustGasTemp, rpm) Below shows an example of the template format for the WHRS in GES. The template is held in the GES libraries as WH_system.equ. 27/09/2013 PU Page 45 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design /* WHRS */ ExhaustGasFlow = f_gate(0); %m3/s ExhaustGasTemp= e_gate(1); %Kelvin TurbineSpeed = e_gate(2)*30/#pi; %rpm /* Equations TurbineOutputTorque = function(ExhaustGasFlow, ExhaustGasTemp, TurbineSpeed) */ //Calculate TurbineOutputTorque TurbineOutputTorque = 0; e_gate(2) = TurbineOutputTorque; e_gate(0) = 0; e_gate(1) = 0; 3.4.1.1 Directly Driven Gas Turbine by Engines’ Exhaust Gases This WHRS system use the energy from the direct flow of exhaust gas to drive a gas turbine to produce electrical power and is based on the requirements of MAN WHRS in relation to the main engine load, as shown in Figure 34Error! Reference source not found.. Figure 34: WHRS with turbo chargers Figure 35 shows relationship between the engine load and the load of the WHRS. 27/09/2013 PU Page 46 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 35: WHRS in relation with load Below 50% engine load, the WHRS is shut down. Above this level, the provided power by the WHRS system increases linearly to a maximum with respect to the engine load. The power output function to control the operational points of the gas turbine is defined in the model as; ( ) It is estimated that up to 5% of additional power can be extracted from the main engine exhaust gases using this method. Figure 36: WHRS gas turbine component model in GES The power load is derived from the maximum exhaust gas flow and the given nominal power of the engine. An example of the template format of the WHRS turbine model produced in GES is shown below. //Parameters P_nom = parameter(0); %Nominal Power [kW] Gas_nom = parameter(1)*1000; %Nominal gas flow [g/s] P_eng = P_nom/Gas_nom*f_gate(0); %[kW] if (P_eng 27/09/2013 PU Page 47 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design else P_WHRS = 0.3*P_nom+1.4*(P_eng-0.5*P_nom); Torque = P_WHRS*1000*0.05/f_gate(2); //WHRS power is 5% of maximum engine power e_gate(2) = Toque; //[N.m] In addition, the exhaust gas enthalpy can be approximated using the physical properties of air with only a 2% error. Although, this approach of deriving the exhaust gas properties a robust approach, appropriate at this stage of development, the accuracy of the model will be improved using the exact exhaust gas composition, which is dependent on the engine load, the fuel and combustion ratio (fuel-air mixture ratio). Table 23 shows the physical properties of the air used to derive the specific enthalpy for the exhaust gas over a temperature range. Table 23: Physical properties of air for Exhaust gas [Jääskeläinen, 2013] The enthalpy of the exhaust gas flow is derived from the table for a given temperature and input into GES model as the following function; Temp = e_gate(1); if(Temp==0)Temp=400+273.15; enthalpy = linint1d(Temp,Air_properties,2); %[kj/kg] e_gate(0) = enthalpy; //[kj/kg] 3.4.1.2 Electric Power Generation The WHRS model can be simple converted to an electric output model by redefine the output variables. Therefore, the torque becomes a voltage and the speed becomes a current. As before, the following function was used to calculate the power produced; P_eng = P_nom/Gas_nom*f_gate(0); %[kW] if(P_eng The basic GES model for the WHRS with gas/steam turbine driving a generator to produce electrical power is shown in Figure 37. 27/09/2013 PU Page 48 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 37: WHRS model with turbine and electrical output component Table 24 shows the inputs and outputs required for the GES model functions of the WHRS driven generator. Electric Type Version INOMAN.1 Help Created Name WHRS_turbochargers_electric Fuel type 0 TNO Gates 3 SWBS 5172 12-11-2013 Parameters 2 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In func [N/m2] Gasflow [m3/s] 0 Nominal Power 5760 [kW] 1 0 In GasTemp [K] func [W/K] 1 Nominal gasflow 10 [kg/s] 2 0 Out Voltage [V] current func [A] Table 24: The definition of the inputs and outputs parameters of the GES WHRS Generator model 3.4.1.3 Connection WHRS to Diesel Engine To connect the WHRS component to the exhaust gas output of the Diesel engine, an exhaust gas combiner component was setup. The model contains a table that contains the exhaust gas temperature as function of the exhaust gas flow, as well all of the engine’s emissions as shown in Figure 38. Figure 38: Adapter for connecting WHRS to Diesel model component The Diesel model in GES generates the emissions produced by the combustion of the fuel as some of its outputs. This includes NOx, HC, CO, SO2, CO2, O2, N2, H2O and PM emissions in g/s. In addition, the total exhaust gas flow from the engine is the calculated from the outputs from the engine and is given as the Gasflow output for the Diesel model. Depending on the gas flow, the exhaust gas temperature (K) is estimate from a table that corresponds with the diesel engine. 27/09/2013 PU Page 49 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Table 25 gives the inputs and outputs to the Diesel model adapter to connect the GES engine model to the gas turbine model WHRS Type Version INOMAN.1 Help Created Name Exhaust Fuel type 0 TNO Gates 11 SWBS 0 12-11-2013 Parameters 1 gate # Index Power [In,Out] effort cal unit flow Cal unit parameter # name value unit 0 0 Out [kJ/kg] Gasflow Func [g/s] 0 kg/s:C 0 [Celsius] 1 0 In e func [kJ/kg] NOx [g/s] 2 0 In e func [kJ/kg] HC [g/s] 3 0 In e func [kJ/kg] CO [g/s] 4 0 In e func [kJ/kg] SO2 [g/s] 5 0 In e func [kJ/kg] CO2 [g/s] 6 0 In e func [kJ/kg] PM [g/s] 7 0 In e func [kJ/kg] O2 [g/s] 8 0 In e func [kJ/kg] N2 [g/s] 9 0 In e func [kJ/kg] H2O [g/s] 10 0 Out GasTemp func [K] [W/K] Table 25: The definition of the inputs and outputs parameters of the GES Diesel model The parameter list of the adapter in the GES model is shown in Figure 39. Figure 39: Parameter list for diesel exhaust adapter with exhaust flow temperature table An example of a table is shown in Figure 40. Figure 40: Exhaust temperature [C] as function of exhaust flow [kg/s] The description of the model is: /* Exhaust combined to Exhaust flow & Exhaust temperature K */ 27/09/2013 PU Page 50 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design f_gate(0) = f_gate(1)+f_gate(2)+f_gate(3)+f_gate(4)+f_gate(5)+f_gate(6)+f_gate(7)+f_gate(8)+f_gate(9); //output flow in [g/s] e_gate(10) = linint1d(f_gate(0)/1000,0,1)+273.15; //exhaust gas temperture[K] e_gate(1)=e_gate(0); e_gate(2)=e_gate(0); e_gate(3)=e_gate(0); e_gate(4)=e_gate(0); e_gate(5)=e_gate(0); e_gate(6)=e_gate(0); e_gate(7)=e_gate(0); e_gate(8)=e_gate(0); e_gate(9)=e_gate(0); A typical WHRS in the modelling environment is shown in Figure 41. Figure 41: A GES model for a typical WHRS system The basic diesel engine model (without exhaust gas temperature) has eight separated exhaust flow output parameters. These are combined in the exhaust adaptor model into one total exhaust gas flow output parameter. The exhaust gas temperature is dependent on the exhaust gas flow and can be calculated in the Exhaust component. The power output of the WHRS model is calculated in the WHRS_turbo_charger component and is feed back to the diesel shaft as shown in Figure 41. 3.5 Alternative Power Distribution Networks Two networks are taken into account, an AC-network and a DC-network. This sections discusses the development of the basic GES component models for each of the networks 27/09/2013 PU Page 51 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 3.5.1 AC Distribution Network 3.5.1.1 Main Switchboard Switchboards connect and disconnect generators and consumers to the main power supply system. Another important function is the protection of generator and consumers against overload and short circuits. This latter is not included in these models. Figure 42 shows a typical IMTECH marine switchboard installation. Figure 42: A typical marine switchboard installation Therefore, the model is relatively simple switchboard is shown in Figure 43 and the related parameters are: Effort = V Flow = A Power = W /fixed attributes U_nom = parameter(12); %[V] mass = 0; %[kg] length = 1; %width [m] width = 1; %depth [m] height = 2.2; %[m] init_function; //------//operational attributes MOC = 0; % k€ ye r MTTR = 1; %[hr] MTBF = 99999; %[year] life_span= 30; %[year] 27/09/2013 PU Page 52 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 43: The electrical switchboard model block The parameters V, A, and W, are determined by the installed distribution power that is used in the total system. The other parameters are mainly influenced by the number of fields of the switchboard. Table 26 gives the input and output parameters of the typical GES switchboard model Electric Type Version INOMAN.1 Help Created Name Switchboard Fuel type 0 TNO Gates 28 SWBS 3241 12-11-2013 Parameters 15 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In e [V] f func [A] 0 nominal power 0 1 [kW] 1 0 In e [V] f func [A] 1 nominal power 1 1 [kW] 2 0 In e [V] f func [A] 2 nominal power 2 2000 [kW] 3 0 In e [V] f func [A] 3 nominal power 3 1 [kW] 4 0 In e [V] f func [A] 4 nominal power 4 1 [kW] 5 0 In e [V] f func [A] 5 nominal power 5 1 [kW] 6 0 In e [V] f func [A] 6 nominal power 6 1 [kW] 7 0 In e [V] f func [A] 7 nominal power 7 1 [kW] 8 0 In e [V] f func [A] 8 nominal power 8 1 [kW] 9 0 In e [V] f func [A] 9 nominal power 9 1 [kW] 10 0 In e [V] f func [A] 10 nominal power 10 1 [kW] 11 0 In e [V] f func [A] 11 nominal power 11 1 [kW] 12 0 Out e func [V] f [A] 12 nominal voltage 450 [V] 13 0 Out e func [V] f [A] 13 S1 1 [-] 14 0 Out e func [V] f [A] 14 fraction of nominal power 1 [-] 15 0 Out e func [V] f [A] 16 0 Out e func [V] f [A] 17 0 Out e func [V] f [A] 18 0 Out e func [V] f [A] 19 0 Out e func [V] f [A] 20 0 Out e func [V] f [A] 27/09/2013 PU Page 53 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 21 0 Out e func [V] f [A] 22 0 Out e func [V] f [A] 23 0 Out e func [V] f [A] 24 0 Out e func [V] f [A] 25 0 Out e func [V] f [A] 26 0 Out e func [V] f [A] 27 0 Out e func [V] f [A] Table 26: The definition of the inputs and outputs parameters of the GES switchboard model The model has 12 voltage inputs and 16 voltage outputs. To avoid causality problems, the output power is divided over the inputs according the nominal power given in parameter 0-12. The normal nominal voltage of the switchboard must be given in parameter 12, so the connected equipment must have the same voltage level to work property. 3.5.1.2 Converter AC-AC Transformer Transformers convert AC power into AC power with a lower, higher or similar voltage and the same frequency. Transformers provide galvanic separation and it is possible to create a defined phase shift. The power density of transformers can vary, for example, a high power density results in higher losses. The wild heat may require dedicated air condition system adaptations for internal cooling. Figure 44 shows the relationship between the specific power of a transformer, its wild heat and the direct investment costs. It must be noted, the costs for additional air conditioning to handle the wild heat are not included. Figure 44: Wild heat and purchase costs for three phase transformers as a function of the power density The secondary side of the transformer can be configured to provide three or six output phases. The most common transformers are: Three phase output (Y or Δ); Six phase output (both Y and Δ). The efficiency of a transformer is given by the function; 27/09/2013 PU Page 54 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design ( ) Where; Sl equals the transformer load, cos φ equals the power factor, P0 equals the no-load losses Pk equals the nominal load losses. The load factor L is defined here, where Sl equals the transformer load and Sr equals the transformer rating. Figure 45 shows the converter AC-AC transformer model block created in the GES modelling environment. Figure 45: AC-AC converter model block Table 27 gives the input and output parameters for the GES converter AC-AC model Electric components Type Version INOMAN.1 Help Created converter Name CON_AC_AC Fuel type 0 IMTECH Gates 2 SWBS 3144 31-10-2013 Parameters 4 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In ui [V] ii func [A] 0 nominal power 20000 [kW] 1 0 [-] 1 nominal voltage 1500 [V] 1 0 Out uo func [V] io [A] 2 primary voltage 6600 [V] 1 freq [Hz] 0 [-] 3 Setpoint Vout (0 - 1 max) 1 [-] Table 27: The definition of the inputs and outputs parameters of the GES converter AC-AC model 3.5.2 DC Distribution Network Generally speaking, a DC network consists of the following components: A DC bus, which is used as a transmission line to interconnect different components. Inverter, which is used to create an AC system for end users. Rectifier, which is used to create DC from AC power supplies. 27/09/2013 PU Page 55 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 3.5.2.1 DC Bus The DC bus is a transmission line with losses in a transmission line being caused by the internal resistance and the result of unwanted voltage drop and generated heat. 3.5.2.2 Inverter DC-AC Inverters are DC-AC converters, which use switching devices (IGBT’s) to create a pulse width modulated (PMW) output signal. The fundamental frequency of the PWM signal equals the AC systems frequency. For some applications, a PWM power signal can be used. However, there are also applications, which require a nearly perfect sine function. In this case the PWM signal will be filtered. The output power of the inverter can be given as: In this equation, Pout is the output power, Pin equals the input power, Psl equals semiconductor resistance losses, Psw equals the switching losses and Pf equals the losses in the filter. The semiconductor resistance and the losses in the filter depend on the current; the switching losses depend on the switching frequency. A higher switching frequency results in higher losses. Figure 46 shows a schematic of a two level, three-phase inverter. ii SA DA SB DB SC DC Vi SA' SB' DB' SC' DA' DC' vAB vBC vCA A B C i i i A B C vAN vBN vCN N Figure 46: Schematic of a two level three-phase inverter Figure 47 shows the GES model block of a three-phase inverter. Figure 47: The GES model block of a three-phase inverter 27/09/2013 PU Page 56 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Table 28 shows the input and output parameters need for the DC-AC three-phase inverter model block. INOMAN. Hel Electric components Type Version 1 p Created INV_DC_A Fuel Name C type 0 IMTECH 314 Gates 2 SWBS 4 31-10-2013 Parameter s 5 Power uni paramete valu gate # Index [In,Out] effort cal t flow cal unit r # name e unit fun [kW 0 0 In ui [V] ii c [A] 0 nominal power 550 ] 1 0 Out uo func [V] io [A] 1 nominal voltage 480 [V] [Hz 1 freq ] [-] 2 primary voltage 648 [V] 3 Frequency 240 Hz Setpoint Vout (0 - 1 4 max) 0 [-] Table 28: The definition of the inputs and outputs parameters of the GES three-phase inverter model 3.5.2.3 Rectifier AC-DC Rectifiers are AC-DC converters and are either passive or active in operation. Depending on the variance in input voltage, a chopper may be required to stabilize the output voltage. Passive rectifiers use diodes for rectification. The type of rectifier and the DC ripple is defined by the number of pulses. For power circuits, six and twelve pulse rectifiers are common. The six-pulse rectifier uses the three power supply lines and six diodes. The twelve-pulse rectifier uses six power supply lines and twelve diodes. In addition, 24 pulse and 48 pulse rectifiers are less common and are only used in case the dc voltage ripple has to be low or distortion at the AC side needs to be reduced. When loaded, the DC output voltage can be given as: ( ) In this equation, n equals the number of pulses and Vac equals the input RMS AC voltage. Active rectifiers use switching power electronics (IGBT’s) for rectification. The DC voltage is actively controlled by switching and voltage boosting. In contrary to passive rectifiers, the DC voltage of active rectifiers can be set at any value as long as it is larger than the peak-to-peak voltage of the input. Commonly used DC voltages are between 100 % and 130 % of the peak-to-peak voltage value. For active and passive rectifiers the output power can be given as: In this equation Pout is the output power, Pin equals the input power, Psl equals semiconductor resistance losses and Psw equals the switching losses. The semiconductor resistance depends on the current; the switching losses depend on the switching frequency. A higher switching frequency results in higher losses. For passive rectifiers the switching losses are zero. 27/09/2013 PU Page 57 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 48 shows the AC-DC rectifier model block created in GES Figure 48: The GES AC-DC rectifier model block Table 29 gives the input and output requirements for the AC-DC rectifier model block created in GES. Electric components Type Version INOMAN.1 Help Created rectifier Name REC_AC_DC Fuel type 0 IMTECH Gates 2 SWBS 3144 31-10-2013 Parameters 5 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In ui [V] ii func [A] 0 nominal power 250 [kW] 1 [-] 0 [-] 1 nominal voltage AC 480 [V] 1 0 Out uo func [V] io [A] 2 Number of pulses 6 [-] 3 output voltage DC 648 [V] 4 Auto switch off converter 0 [-] Table 29: The definition of the inputs and outputs parameters of the GES AC-DC rectifier model block 27/09/2013 PU Page 58 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 4 Component model of Power Storage Systems Power storage is defined as any device or technology, which stores power for some time before being used in mechanical, electrical, chemical or thermal form. In this section will be described the development of GES models for some common power storage systems that will be explored for application on-board cargo ships as part of the INOMANS2HIP project. 4.1 Battery Storage There are many battery technologies, but in this study only Lithium ion (Li-ion) will be considered. Li- ion batteries have the following characteristics shown in Table 30: Specific Energy Wh/kg 90 - 150 Energy Density Wh/L 200-330 No load cell voltage 4.1 V Op. Temp. (Charge) 0 to 45 C Auto discharge 2%/month Life cycles(full charge/discharge) >1000 cycles Cost in $/kWh 200-350 Table 30: Li-ion battery characteristics The redox reactions of a Li-ion battery at the anode and the cathode are, + - (+) Li 0.5 CoO2 + 0.5Li + 0.5 e LiCoO2 (~3.9 V vs Li-metal) (-) LiC6 6C + Li+ + e- (~0.3 V vs Li-metal) This represents ~ 3.6 V battery. The equivalent circuit of a battery with internal resistance (Ro) is shown in the Figure 49. Figure 49: Battery equivalent circuit Internal resistance model (IR), as shown in the figure above is described by the equation; vBatt = VOC - R0 *iBatt , This implements an ideal voltage source VOC that represents the open-circuit voltage (OCV) of the battery, and an ohmic resistance R0 in order to describe the internal resistance. Both, resistance and open-circuit voltage VOC are functions of the state of charge (SOC), state of health (SOH) and temperature. IBatt is the battery’s output current, which is positive when discharging and a negative output when charging, and vBatt is the voltage across the battery’s terminal. 27/09/2013 PU Page 59 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Table 31 shows output voltage relationships across the terminals for the different operational states of a battery. In equilibrium Vbatt= Voc V = V - I r Discharging batt oc Batt i Vbatt < Voc V = V + I r Charging batt oc Batt i Vbatt> Voc Table 31: Output voltage of a battery for different operational states To define the SOC, one should consider a completely discharged battery. With IBatt, the charging current, the charge delivered to the battery is given by; ∫ ( ) . With, Q0 ∫ ( ) The total charge the battery can hold, the state of charge of the battery is simply given by; ( ) ∫ ( ) Another way to calculate the SOC of a battery is to compute the open circuit voltage of the battery. The characteristic of the OCV versus to the SOC (%) is given in the Figure 50. Figure 50: A graph showing the relationship between the open circuit voltage (OCV) and the state of charge (SOC) Using the Simpower systems library for defining the model, with the typical charge characteristics for a Li-ion battery as shown Figure 51 27/09/2013 PU Page 60 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 51: Charge characteristics for a battery Simpower model The battery model created in Matlab/Simulink is shown in Figure 52 and is described by the equations below. Figure 52: Battery model in Simulink The equations are for the different operational are given as; Discharge Model (i* > 0) ( ) e ( ) Charge Model (i* < 0) ( ) e ( ) 27/09/2013 PU Page 61 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Where; E0 = Constant voltage (V) K = Polarization constant (Ah−1) or Polarization resistance (Ohms) i* = Low frequency current dynamics (A) i = Battery current (A) it = Extracted capacity (Ah) Q = Maximum battery capacity (Ah) A = Exponential voltage (V) B = Exponential capacity (Ah)−1 Figure 53 shows the battery model block created in GES Figure 53: Battery component Definitions of in-output and parameters are: Storage Type Version INOMAN.1 Help Created Name BAT_battery Fuel type 0 TNO Gates 1 SWBS 3131 7-11-2013 Parameters 6 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out u func [V] i [A] 0 nominal power 0 [kW] 1 nominal voltage 0 [V] 2 maximum capacity 0 [kWh] 3 fill degree [0=75% - 1=100%] 0 [-] 4 discharge 0 [%/month] 5 charge efficiency 0 [-] Table 32: The definition of the inputs and outputs parameters of the GES battery model A general description of the NiMh, lead and Li-ion model is described with the PNGV model. For the simulation, an equivalent battery model will be used, as shown in Figure 54. Many models of batteries exist more or less precise. A good choice for our application is the PNGV model (Partnership for a New Generation of Vehicles) developed by V.H Johnson. This model can be used to predict the performances of Nickel Metal-hydride (NiMh), lead and li-ion batteries. 27/09/2013 PU Page 62 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 54: PNGV circuit diagram This model is composed of a RC circuit in series with the Open Circuit Voltage ( ) and a series resistor (Ro). A second capacity allows the modelling of the open circuit voltage variation in function of the battery SOC, which depends on 1/Uoc’ where is the output current and TPN = RPN*CPN The equations are: ̇ ̇ These equations were implement to define the functions in the GES PNGV model block. IL = f_gate(0); Ud = integral (0,Uoc*IL); UPN = integral (0,UPN/(RPN*CPN)+IL/CPN); UL = Uoc-Ud-UPN-IL*Ro; e_gate(0) = UL; //[V] Parameter list in the GES PNGV model are shown in Figure 58. Figure 55: Parameter list for PNGV model Table 33 gives the additional attribute used to describe the battery system in GES. 27/09/2013 PU Page 63 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Constants Variables P_nom 0 [kW] MOC 0 [k€/year] n_nom 0 [rpm] Life_span 0 [year] U_nom 0 [V] MTBF 1000 [year] IPC 0 [k€] MTTR 0 [hr] length 0 [m] width 0 [m] height 0 [m] volume 0 [m3] area 0 [m2] Spec_mass 0 [kg/m] Floor_area 0 [m2] mass 0 [kg] Table 33: Additional attribute parameters used define the GES battery model 4.2 Accumulators Sets The battery model in GES will use a model created in Matlab/Simulink. This uses an equivalent circuit to simulate Lead-Acid, Li-ion, Nickel-Cadmium and NiMh batteries, as shown in Figure 56. The following is taken from the Mathworks explanation of their battery models (The Mathworks, 2013). Figure 56: Equivalent circuit of Matlab battery model The circuit diagram can be used to define the operational functions for the different battery types being investigated in this project. Lead-Acid Model Discharge model (i* > 0) ( ) ( ) ( ) ( ) Equation 30 27/09/2013 PU Page 64 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Charge Model (i* < 0) ( ) ( ) ( ) ( ) Equation 31 Lithium-Ion Model Discharge Model (i* > 0) ( ) e ( ) Equation 32 Charge Model (i* < 0) ( ) e ( ) Equation 33 Nickel-Cadmium and Nickel-Metal-Hydride Model Discharge Model (i* > 0) ( ) ( ) ( ) ( ) Equation 34 Charge Model (i*< 0) ( ) ( ) ( ) | | ( ) Equation 35 Where; = Nonlinear voltage [V] = Constant voltage [V] ( ) = Exponential zone dynamics [V] ( ) = Represents the battery mode. ( ) = 0 during battery discharge, ( ) = 1 during battery charging [-] = Polarization constant [Ah−1] or Polarization resistance [Ω] = Low frequency current dynamics [A] = Battery current [A] = Extracted capacity [Ah] = Maximum battery capacity [Ah] = Exponential voltage [V] = Exponential capacity [Ah−1] The input data for the system can be gathered from any typical battery datasheet. The full list of inputs for the Mathworks produced Matlab model is listed below. However, Matlab also includes nominal values for when the real figures are unknown. Input data for model: Battery Type Nominal Voltage [V] Rated Capacity [Ah] 27/09/2013 PU Page 65 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Initial State-of-charge [%] Maximum Capacity [Ah] Fully Charged Voltage [V] Nominal Discharge Current [A] Internal Resistance [Ω] Capacity at Nominal Voltage [Ah] Exponential zone (Voltage [V], Capacity [Ah]) Discharge current [A] Battery response time [s] 4.3 Flywheel Storage Flywheels can be used similar to an electric storage device, where the mechanical energy is stored using the inertia on a rotating mass, which can be converted to electrical power by an electrical machine connected to the rotating mass and vice versa. 4.3.1 Physical Principle and Technologies The kinetic energy stored by a flywheel is given by the following relationship; Ec = Jω2 Where; J is the moment of inertia of the rotating mass ω is rotational speed of the body The inertial moment is function of the mass and the shape of the rotation part. The storable energy is limited by the maximum mechanical stress on the rotating body produced by the centrifugal force. This stress σ is proportional to the density ρ of the material and the square peripheral speed: The storable kinetic energy is given by the following relationship; Ek m A σ ρ Where, A is a dimensionless shape factor depending of the design of the rotating body. Table 34 shows some common designs of flywheels and their shape factor used to store energy. Flywheel type Schematic Shape factor A Constant stress disc 1 Modified constant stress disc 0,931 Conic 0,806 27/09/2013 PU Page 66 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Undrilled plate disc 0,606 Thin coronal 0,5 Full wheel 0,4 Drilled plate disc 0,305 Table 34: Common flywheels shapes The energy storable in a flywheel is also a function of the material used (the density and the maxim stress). Table 35 gives the maximum theoretical specific energy of different materials with a shape factor of 1: Material Maximum Stress (MPa) Density Specific Energy (Wh/kg) Steel (AISI 4330) 1 800 7 800 32 Aluminium 400 2 700 21 Titanium 850 4 500 26 Glass composite 1 800 2 100 120 Carbon composite 2 400 1 500 220 Table 35: Flywheel materials The maximum specific energy shown in the table above, are purely theoretical because they consider only the flywheel, not all the system as a whole. Apart from the flywheel the electrical machine, vacuum pump, auxiliary control, surrounding wall, bearings, etc., needed to be considered in calculating the specific energy stored in a flywheel, as losses can occur in each component. Bearings are very important to the flywheel because the rotation speeds are very fast (up to 53,000 rpm for common systems) depending on the application. Rotation speed is limited by the stress sustainable by the flywheel material, but also by the type of bearings used. Aerodynamics effect is also important that is why a partial or nearly total vacuum is used in the flywheel chamber to reduce aerodynamic drag, slowing the flywheel and reducing the stored energy. Some materials, like composites, can sustain very high rotation speeds increasing the potential stored energy. To reduce the losses and to limit mechanical wear, special bearings are used. Mechanical bearings Ball bearings are the most common type of mechanical bearing and are used on slow rotation flywheels. They are simply to use, compact and not expansive, but friction losses are high at high speeds, as well as the heat generated needs to be considered and lubrication cannot be easily applied in evacuated chambers. The mechanical wear is also increased at high speeds, so this type of bearing is limited low speed flywheel applications. Passive magnetic bearings Passive magnetic bearings use the attraction and repulsion forces produced by permanent magnets or variable reluctance to create a free-floating bearing. There are no frictional losses and, therefore, no energy losses, but passive magnetic bearings must be used with other devices to make them stable. There must some association with a mechanical device or an active magnetic device to control the stability of the bearing. 27/09/2013 PU Page 67 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Active magnetic bearings Active magnetic bearings, in principle, work in the same way as passive magnetic bearings, but the permanent magnets are replaced by electromagnets controlled by current. A servo-controller sustains the mobile part of the magnetic circuit in position replacing the need for additional devices to control and stabilise the bearing. However, this type of bearing needs an energetic supply to the electromagnet. Active magnetic bearings are complex, large and expensive when compared to other bearings, needing an electronic control system with five degrees of freedom for full control and stable operation. Superconductor magnetic bearings At very low temperatures (≈ -196oC) superconductive materials generate their own magnetic field without an additional power supply, but a liquid nitrogen or gaseous helium cryogenic system is needed, increasing the material costs and reducing the economic interest of this solution. The type of bearings used depends of the application requirements (type of flywheel, rotation speed, etc.) and the level of performance desired. Table 36 shows the common applications and their requirements for flywheel energy storage systems. Applications Peak power Energy Max rotation Tengential Rotor Rotor stored speed (rpm) speed (m/s) material mass (kWh) (kg) Satellite 2 kW 0,4 53 000 900 Composite 30 Power source 400 kW 1,3 10 000 400 Steel 1 400 Hybrid bus 150 kW 2 40 000 900 Composite 60 Space station 3,6 kW 3,7 53 000 900 Composite 75 Hybrid military 11 MW pulse 14 18 000 540 Composite/S 280 vehicle 350 kW cont teel Electromagnetic 5 to 10 GW 14 to 42 10 000 450 Composite 4 000 starter Train 2 MW 130 15 000 950 Composite 2 500 Table 36: Examples of types of flywheels used in different applications Figure 58 shows the satellite flywheel energy storage device. Figure 57: G3 Satellite flywheel energy storage prototype (source “Conical bearingless motor-generators”) 27/09/2013 PU Page 68 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design A simple flywheel model produced in GES is shown in Figure 58. Figure 58: Simple flywheel component model block The component works similar to a battery with the energy being stored as mechanical power, not electro-chemical. Table 37 gives the inputs and outputs parameters, which define the simple flywheel model created in GES. Storage Type Version INOMAN.1 Help Created Name flywheel Fuel type 0 TNO Gates 1 SWBS 0 11/12/2013 Parameters 2 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out u func [V] i [A] 0 nominal power 1000 [kW] 1 nominal voltage 400 [V] Table 37: The definition of the inputs and outputs parameters of the GES flywheel model The model was developed to include the energy conversion from the mechanical energy to electrical energy. A typical discharge percentage is about 40% for one-day use. 4.4 Compressed Air Energy Storage A compressed air energy storage (CAES) system stores energy in the form of air at high pressure (typically 50bar) that can be used to drive a gas turbine generator to produce electrical power. The basic system consists of a compressor used to charge or top up a high-pressure storage tank and a gas turbine driven generator, as shown in Figure 59. Tm, ωm TG, ωG & & P P Motor m Compressor Turbine G Generator & & pT_in, ṁT_in Vm & Im & hT_in VG & IG p ṁ Air_in, Air_in & pair_out, ṁair_out & pT_out, ṁT_out & & hAir_in & h Electrical Electrical & h air_out & T_out & Power & Power Compressed Air Air Flow Air Flow Storage tank Output Input Air & Heat Losses Figure 59: A schematic of a simple CAES system 27/09/2013 PU Page 69 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design From the figure above, it is clear that a CAES system can be broken down into three components, the compressor, the storage and the turbine. The compressor does work in pushing the air at a given 4.4.1 The Compressor The compressor component consists of an electric motor, which drives the air compressor. The electric motor driving the compressor will use the synchronous motor model created in chapter 3, with the power being provided by a voltage (Vm) and a current (Im), which will produce power (Pm) on the motor’s output shaft related to the torque (Tm) and speed of rotation (ωm) (see chapter 3.3.1.2). Where, η is the efficiency of the motor. For the output shaft of the motor drives the compress pulling in air at atmospheric pressure (pair_in) and flow rate (ṁair_in). The output of the compressor is a desired pressure (pT_in), which feeds into the storage tank at given a flow rate (ṁT_in = vol. flow rate x air density at temperature, T). In addition, heat is added to the heat is added to the air as it passes through the compressor, therefore, the enthalpy of the air may need to be considered depending on the CAES system installation, i.e. adiabatic, isothermal, isobaric, etc. If the compressor is considered from first principles, then; [( ) ] Where; is the inlet air temperature to the compressor is the specific heat capacity at constant pressure is the specific heat capacity at constant volume is the compressor efficiency ( ) [( ) ] Figure 60 shows a representation of the GES modelling block for the compressor side of the CAES system. 27/09/2013 PU Page 70 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 60: The CAES compressor model block Table 38 gives the initial input and output parameters needed for the compressor model of the CAES system. Compressed air Type Version INOMAN.1 Help Created Name AIR_Compresse air storage Fuel type 0 TNO Gates 1 SWBS 0 5-11-2013 Parameters 0 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 in Voltage func [V] Current [A] Power P_nom kW 1 1 out Pressure func [Pa] air flow [m3/s] Inlet pressure p_inlet 1 Bar Inlet temp. T_inlet. 25 K Compressor eff. Eff_comp % Motor eff. Eff_motor 96 % Spec. heat cap. @ press. C_p1 J/kg.K Spec. heat cap. @ volume C_v1 J/kg.K Table 38: The definition of the inputs and outputs parameters of the GES compressor model 4.4.2 Model of Compressed Air Storage Tank The air from the compressor is stored in a high-pressure tank of fixed volume at 15-70bar. The volume of the tank is fixed, the size of which is determined by the power needs of the reference ship and space available. The output flow rate and the pressure from the tank are determined by the demand of the driven generation system, which is related to the specific power needs of the ship at a given moment. The output of the tank can be determined by the following turbine equation [ ( ) ] Where; is the efficiency of the air driven turbine is the specific heat capacity at constant pressure is the temperature of the air entering the turbine The charging and discharge of the compressed air storage tank, over time , is determined by the mass of air ( ) and pressure at which it is stored (p). The following relationships can determine the charging and discharging of the storage tank; 27/09/2013 PU Page 71 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design ∫ ∫ (∫ ∫ ) Where; is the gas constant for dry air is the volume of the storage tank is the temperature of the air feed into the storage tank is the storage temperature of the air Figure 61: shows the GES model block used to represent the compressed air storage tank Figure 61: Compressed air storage tank model block Table 39 givens the input and output parameters used to define the compressed air storage tank model. Compressed air y e e o ere Type Version INOMAN.1 Help Created Name AIR_Compresse air storage Fuel type 0 TNO Gates 1 SWBS 0 5-11-2013 Parameters 0 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out Pressure func [Pa] air flow [m3/s] Tank outlet press. p_Tank Bar 1 1 in Pressure func [Pa] air flow [m3/s] Tank temp. T_Tank 35 K Inlet temp. T_in K Time t s Mass flow out ṁ_out kg/s Mass flow in ṁ_in kg/s Air density ρ_air 1.146 Kg.m-3 Tank volume V_Tank m3 Gas constant R 287.1 J/kg.K Table 39: The definition of the inputs and outputs parameters of the GES compressed air storage tank model 4.4.3 Compressed Air Engine Model The compressed air engine is an air driven machine, such as a gas driven turbine. This can be connected to a generator to produce electrical power. As shown above the power generated by the 27/09/2013 PU Page 72 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design turbine is dependent on the air feed pressure, temperature and flow rate. Figure 62 shows the model block of the compressed air engine that was created in GES. Figure 62: Compressed air engine model block Table 40 gives the input and outputs parameters needed to define the compressed air engine model in GES. Compressed air Type Version INOMAN.1 Help Created Name AIR_Compresse air storage Fuel type 0 TNO Gates 1 SWBS 0 5-11-2013 Parameters 0 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In Pressure func [Pa] air flow [m3/s] Power P_nom kW 1 1 Out Torque func [N.m] Angular velocity func [rad/s] Inlet pressure p_inlet 1 Bar Inlet temp. T_inlet. 25 K Compressor eff. Eff_comp % Motor eff. Eff_motor 96 % Spec. heat cap. @ press. C_p2 J/kg.K Table 40: The definition of the inputs and outputs parameters of the GES compressed air engine model 4.4.4 Typical Compressed Air Storage System Configuration Once the models were created in the GES environment, they can be combined to form a CAES system as shown in Figure 63. Figure 63: The combined compressed air system model in GES The energy buffer Air_Compress air storage component delivers the air at a desired pressure and flow rate. The consumed air is calculated in the Air_compressed air engine component and is depending on the load of the air engine and ship’s demand. 27/09/2013 PU Page 73 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 4.5 Supercapacitor Electrical Storage System A supercapacitor can be considered as being built of a number of capacitors placed in parallel stacks, as shown in Figure 64. The normal output voltage can developed by considering the capacitors as being in series. Cell 1:1 ESR ESR Rs C C Rl RL ESR ESR ESR C RL ESR ESR Cell Ns:Np ESR C RL Figure 64: Circuit diagram of a supercapacitor module Ns is the number of cells in series and NP is the number of parallel cells. C is the capacity and Rl is the leakage resistance in each cell A supercapacitor module can be considered as a single series resistance and a capacitance in parallel with a resistance (leakage) for modelling, as a shown in Figure 65. ESR CB RLB Figure 65: A simplified supercapacitor module circuit diagram The functions that can be used describe the supercapacitor are; 27/09/2013 PU Page 74 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Where; ESR is the equivalent series resistance and is; CB is the module capacity; RLB is the model equivalent leakage resistance Table 41 gives some capacitance and resistance value characteristics for a typical supercapacitor. Table 41: Characteristic values of a supercapacitor Figure 66 shows the supercapacitor model block, which was created in GES Figure 66: Supercapacitor model block in GES The internal parameters that were set in the supercapacitor GES model are shown in Figure 67. Figure 67: List of parameter for supercapacitor model 27/09/2013 PU Page 75 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Table 42 gives the input and output parameters needed in the model to define a supercapacitor. Storage, Large cells Type Version INOMAN.1 Help Created from 650 Farad 600 Name CAP_SuperCapacitor Fuel type 0 3000 Farad TNO Gates 1 SWBS 0 1-11-2013 Parameters 5 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out DC func [V] 0 [A] 0 Capacitance 3000 [F] 1 Resistance Cell 0.37 [mOhm] 2 Number of cells in serie 280 [-] 3 Number of stacks in parallel 3 [-] 4 U start 700 [V] Table 42: The definition of the inputs and outputs parameters of the GES supercapacitor model The parameters listed in the above table were used to define the functions in the supercapacitor model IB = gate_energy(0)*f_value(0)/Np; //current of one cell as function of the load current IC = IB-GCL*Uc; //capacity current of one cell //GCL is 1/RLB Uc = integral(U0/Ns, IC/C); //capacity voltage of one cell //Uo/Ns start voltage of one cell UB = Ns*(Uc+IB*Rs); //output voltage of the module e_gate(0) = UB; Beyond the operation of a supercapacitor, a number of additional parameters needed to describe a specific supercapacitor’s physical attributions. Table 43 shows the working life expectancy of a typical supercapacitor, while, Table 44 gives the sizing and weight values of supercapacitors, based on their capacitance. Table 43: Life span of supercapacitor Farad Vol (dm^3) Mass [kg] Length [mm] Diameter (mm) 650 0.211 0.2 51.5 60.7 1200 0.294 0.3 74 60.7 1500 0.325 0.32 85 60.7 2000 0.373 0.40 102 60.7 3000 0.475 0.55 138 60.7 Table 44: Sizing of a supercapacitor 27/09/2013 PU Page 76 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 5 Alternative State-of-the-Art Propulsion Models This chapters aims at showing the development of specific technologies, which can be used to improve propulsion efficiencies by using alternative propulsion drives, advanced propeller designs, and wind assisted propulsion technologies. 5.1 Electric Propulsion Motor Models A permanent magnet (PM) motor does not have a field winding on the stator frame, instead relying on PMs to provide the magnetic field against which the rotor field interacts to produce torque. PM motors come in all sizes, from very small to very large, and used to provide propulsion power assistance at certain sailing speeds. Figure 68 shows a typical PM motor. Figure 68: A PM motor PM motors can have single or three-phase supply to the rotor. The equivalent single and three- phase circuit diagrams are shown in Figure 69. (a). Single-phase equivalent circuit (b). Three-phase equivalent circuit Figure 69: Equivalent Circuit schematics for single and three-phase PM motors The basic motor parameters can be defined by the following functions; The torque constant Kt: T= Ktω (Nm) Kt = B r l Z (Nm/A), 27/09/2013 PU Page 77 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Where, r is the average winding radius, l is the effective conductor length, Z is the number of conductors, B is the magnetic flux vector . The back-EMF (voltage) constant Ke: V = Keω (V) Ke = B r l Z (Volt/rad/sec) The electrical equation of the PM motor is given below: Where, L = armature inductance R = armature resistance Ke = back EMF (voltage) constant ω = angular velocity Figure 70 shows the PM motor block created in GES Figure 70: PM motor model block Table 45 shows the input and output parameters needed to define the PM motor model in GES. Electric components Type Version INOMAN.1 Help Created Name PM_motor Fuel type 0 IMTECH Gates 2 SWBS 0 31-10-2013 Parameters 5 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In u [V] i func [A] 0 nominal power 550 [kW] 1 [-] 0 [-] 1 line voltage 480 [V] 1 0 Out M [N.m] w func [rad/s] 2 pole pairs 8 [-] 3 frequency 240 [Hz] 4 power factor 0.9 [-] Table 45: The definition of the inputs and outputs parameters of the GES PM motor model 5.2 High Efficiency Propellers High efficiency propellers can be described in general by a basic FFP propeller contained in the Inomanship library. Depending on the configuration and the available vendor’s information, the 27/09/2013 PU Page 78 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design correct coefficients of the propeller can be filled-in. Figure 71 shows the high efficiency propeller model created in GES Figure 71: General high efficiency propeller model block The relationships between the inputs and outputs of a high efficiency propeller can be defined in the model as; J=abs(f_gate(0))/(N*D); N=abs(f_gate(1))*(1/(2*#pi)); // omw/sec Kt=(linint1d(J,3,1)); //coefficient Kt from table parameter(3) Thrust_N = rho*N^2*D^4*Kt; //[N] //------Kq=(linint1d(J,3,2)); //coefficient Kt from table parameter(3) Torque_Nm = rho*N^2*D^5*Kq; //[Nm] Normally, the thrust coefficient for a high efficiency propeller is about 3% higher. Table 46 shows the input and output variables, and function coefficients needed to define the high efficiency propeller model. Figure 73 shows a list of the coefficient setup in the GES modelling block. maritime Type Version INOMAN.1 Help Created Name General Kt Kq propeller Fuel type 0 TNO Gates 2 SWBS 0 1/12/2013 Parameters 4 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out T func [N] va [m/s] 0 Diameter 1.65 [m] 1 0 In Q func [N.M] w [rad/s] 1 Density 1000 [kg/m3] 2 P/D 1.2 [-] 3 J: Kt: Kq: Ktn: 0.1 [-] Table 46: The definition of the inputs and outputs parameters of the GES high performance propeller model Figure 72: List of parameters for propeller model 27/09/2013 PU Page 79 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 5.3 Wind Assisting Propulsion Technologies Wind assisted propulsion technologies use the power of the wind to assist the propulsion of the ship, reducing the demand on the main engine leading to reduced fuel consumption and emissions. 5.3.1 Flettner Rotor A Flettner Rotor is a rotating cylinder, which generates a force perpendicular to the flow of whatever fluid it is in (in this case air). The cylinder generates this lift due to a pressure change across the surface caused by the interaction of the fluid flow and cylinder rotation. The background of these is discussed in detail in WP1. A simple diagram of lift and drag forces felt by a Flettner Rotor is given in Figure 73. Figure 73: Flettner Rotor, with lift and drag forces. Note all is in the frame of reference of the rotor. (Oreada, 2005) The Lift force, which is the primary force in this process, can be calculated using Where; ρ = Density of fluid [kg m−3] U = Speed of fluid in the frame of reference of the cylinder [ms-1] A = Cross sectional area [m2] CL= Coefficient of lift [-] The density of air varies according to temperature. For example, at 30°C the density will be 1.1644 kg m−3 whereas at -25°C the density is 1.4224 kg m−3. This change of density of 16% will result in a reduction of 16% in the drag and lift forces. The drag forces can be calculated as: 27/09/2013 PU Page 80 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Where; ρ = Density of fluid [kg m−3] U = Speed of fluid in the frame of reference of the cylinder [ms-1] A = Cross sectional area [m2] CD= Coefficient of drag [-] The vectors of these two forces will give a final force and direction with respect to the fluid flow in the frame of reference of the cylinder. The Coefficient of Lift can be calculated for a simplified model in an inviscid fluid as; Where; v = Rotational velocity of cylinder [ms-1] U = fluid velocity in frame of reference of cylinder [ms-1] However, these do not describe more complex Flettner Rotor designs, which can improve efficiency, such as Thom disks. Experimental models have given a range of different possible values of CL and CD based on the ratio of the velocities v and U. Table 47 summarises the results of previous research and experimentation of the design of Flettner rotors, which can be used to plot graphs to determine CL and CD. Formula or Aspect End plate diameter / Reynolds Curve Remarks Reference Ratio cylinder diameter Number Ideal fluid A - - Infinite Inviscid theory 50% A B - - Infinite Inviscid theory 25%A, C - - Infinite Inviscid theory 12.5 & D (Thom, 1934) 3 5.3-8.5×103 Curves approach B 26 (L. Bergeson, Full size measurements at E October, 6.2 1.58 4.5×105 sea 1983) CL equivalent to shorter F (Reid, 1924) 13.3 None 3.3-11.6×104 cylinder with plates G (Betz, 1925) 4.7 1.7 5.2×104 Flettner sails Flettner sails without end H (Betz, 1925) 4.7 None 5.2×104 plates I (Borg, 1985) 4.0 2 11.15 x 104 Tested in fresh water J (Thom, 1934) 5.7 None 3-9×104 Rough surface (sanded) K (Thom, 1934) 5.7 None 3-9×104 Smooth surface (Swanson, L Infinite None 0.35-3×105 1961) (Swanson, M 2 None 5×105 Continuous end sections 1961) Table 47: Summary of previous Flettner rotor research (Borg, 1985) 27/09/2013 PU Page 81 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 74: Values for CL (Borg, 1985) Figure 75: Values for CL (Borg, 1985) Figure 76: Different values for CD In addition to this, the energy required to spin the cylinder should be included in the model. The power needed to rotate the cylinder at a constant rotational velocity is given by; Where; T = Torque of cylinder ω = Rotational velocity of the cylinder The torque is given by; Where; f = friction factor S = surface area 27/09/2013 PU Page 82 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design r = radius of cylinder This is the energy required to keep the Flettner rotor rotating at a constant speed whilst experiencing frictional forces, and not the energy to begin rotating. Figure 77 shows the Flettner rotor model block created in GES Figure 77: Flettner rotor GES model Table 48 gives the inputs and outputs parameters, as well as the function coefficients, needed to define the Flettner rotor model in GES. Wind energy Type Version INOMAN.1 Help Created Name WIN_Flettner Rotor Fuel type 0 TNO Gates 3 SWBS 0 5-11-2013 Parameters 5 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In func [N] m/s [m/s] 0 Travel true wind direction 0 [deg) 1 0 Out t func [N] vs [m/s] 1 Aspect ratio 6 [L/D] 2 0 In Tr func [N.m] wr [rad/s] 2 Span wingsail 22.83 [m] 3 Cl:Cd 0 [-] 4 Number Sails 1 [-] Table 48: The definition of the inputs and outputs parameters of the GES Flettner rotor model Table 49 lists the additional attributes needed to define the working life of a specific Flettner rotor. Constants Variables P_nom 0 [kW] MOC 0 [k€/year] n_nom 0 [rpm] Life_span 0 [year] U_nom 0 [V] MTBF 0 [year] IPC 0 [k€] MTTR 0 [hr] length 0 [m] width 0 [m] height 0 [m] volume 0 [m3] area 0 [m2] Spec_mass 0 [kg/m] Floor_area 0 [m2] mass 0 [kg] Table 49: Additional attribute parameters to define the Flettner rotor in GES 27/09/2013 PU Page 83 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 5.3.1.1 Flettner Rotor Controller Model A control system is needed to optimise the Flettner rotor’s operation. The speed and the rotation direction are derived from the wind speed and the direction to operate the Flettner rotor at a maximum efficiency. Figure 78 shows the controller Flettner rotor model block created in GES Figure 78: Controller Flettner rotor model block Table 50 lists the input and output parameters, as well as the function coefficients, needed to define the Flettner rotor in GES. Wind energy Type Version INOMAN.1 Help Created Name WIN_Controller Flettner Fuel type 0 TNO Gates 2 SWBS 0 7-11-2013 Parameters 3 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In U [V] i func [A] 0 Wind speed 0 m/s 1 freq [Hz] [-] 1 Wind direction 0 deg 1 0 Out Tr [N.m] wr func [rad/s] 2 Rotor diameter 3.805 [m] Table 50: The definition of the inputs and outputs parameters of the GES Flettner controller model 5.3.2 Propulsion Kite Models As with the Flettner Rotors, Kit systems have both lift and drag forces acting on them, therefore, as before; Where; ρ = Density of fluid [kg m−3] (dependent on temperature) U = Speed of fluid in the frame of reference of the cylinder [ms-1] A = Cross sectional area [m2] CL= Coefficient of lift [-] CD= Coefficient of drag [-] A kite system will have quite different values of CL and CD. In the case of the Flettner Rotor, these are dependent on the shape, angular velocity of spin, and apparent wind speed experienced by the 27/09/2013 PU Page 84 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design rotor. In the case of kites, they CL and CD values are dependent on the shape, angle of attack and apparent wind speed. These values can be calculated experimentally, but for very simple shapes can be simply calculated. There are many example profiles in the literature for kites, one recent profile is in 2014 is shown in Table 51 and plotted in Figure 79. These example figures will be used for modelling a kite system in INOMANS2HIP. Angle of attack (α) [°] Coefficient of Lift (CL) [-] Coefficient of Drag (CD) [-] -5.8 -0.21 0.067 -2.9 -0.06 0.049 0.15 0.200 0.039 2.7 0.464 0.045 5.6 0.720 0.060 8.3 0.898 0.083 11.2 1.030 0.124 12.2 1.060 0.143 13.2 0.996 0.190 14.3 0.640 0.224 15.0 0.925 0.242 Table 51: Coefficients of lift and drag as taken from 2014 example profile Figure 79: Graph of data from Table 51 Figure 80 shows the kite model block created in GES. Figure 80: Kite model block 27/09/2013 PU Page 85 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The in- and outputs are defined in Table 52. Wind Energy Type Version INOMAN.1 Help Created Name WIN_Kite Fuel type 0 TNO Gates 2 SWBS 0 22-11-2013 Parameters 4 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out t func [N] vs [m/s] 0 Travel true wind direction 0 [deg) 1 0 In windforce [N] windspeed func [m/s] 1 Density of fluid 0 [kg/m^3] 2 Cross sectional area 0 [m^2] 3 Cl:Cd 0 Table 52: The definition of the inputs and outputs parameters of the GES kite model The output trust of the Kites is defined in the forwards direction of the ship with the inputs being the ship’s speed [m/s] and the wind speed [m/s]. The parameter list produced in GES is shown in Figure 81. Figure 81: List of kite parameters in GES model 27/09/2013 PU Page 86 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 6 General System & Component Models of the Reference Ship The relevant components of the reference ship are based on the Stena Carrier as reported in Deliverable D2.1 [23], which was used to illustrate the component models to be included in the INOMANSHIP GES libraries. This represent will look at the general installed systems and equipment that are commonly found on-board cargo ships and the use of modelling blocks that are easily adaptable to any configuration of cargo ship within the GES environment. 6.1 Marine Fuel Components The main engines and auxiliary generators are normally run on heavy fuel oil (HFO). Before entering the harbour, the ship will normally switch the engines over to marine diesel oil (MDO). The normal time to switchover onto MDO is one hour before arriving, but in practice, the time normally takes half hour to switchover. The used fuel properties used in the GES modelling environment are described below. 6.1.1 Heavy Fuel Oil (HFO) A simple HFO fuel supply model can be found in GES’s general component libraries, as shown in Figure 82. Figure 82: HFO fuel tank component Typical heavy fuel oil properties are; Density 991 kg/m3 x water 0.2 %m/m y ash 0.04 %m/m sulphur 1.02% Viscosity is lower than 380 cSt at 50 degrees Celsius Enthalpy 40780 kJ/kg The HFO fuel supply model includes a number of predetermined variables as shown in Figure 83. 27/09/2013 PU Page 87 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 83: HFO fuel model parameters Table 53 gives the input and output parameters needed to define the HFO fuel supply in the GES model. Fuel Type Version INOMAN.1 Help Created Name RMG 380 Fuel type 0 TNO Gates 1 SWBS 0 11/24/2013 Parameters 8 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out h func [kJ/kg],P 0 kg/h [g/s] 0 fuel tank number (1 to 4) 1 Perc_C [%] 1 [-] 1 fuel type number (see help) 14 Perc_H2 [%] 2 [-] 2 rho 991 kg/m3 (15 Perc_S [%] 3 [-] 3 x water 0.208 %m/m density [kg/m3] 4 [-] 4 y ash 0.017 %m/m 5 sulphur 1.02 %m/m 6 viscosity (only CCAI) 380 mm2/s (50 7 Trip volume 0 kg Table 53 : The definition of the inputs and outputs parameters of the GES HFO model From the function defined in the HFO fuel tank model, the output is a vector containing the following parameters; Enthalpy value [kJ/kg] Percentage carbon C Percentage hydrogen H2 Percentage Sulphur S Density of the fuel [kg/m3] 6.1.2 Marine Diesel Oil (MDO) A simple MDO fuel supply model can be found in GES’s general component libraries, as shown in Figure 84. 27/09/2013 PU Page 88 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 84: MGO fuel tank component Typical MDO properties are; Density 860 kg/m3 x water 0.2 %m/m y ash 0.02 %m/m sulphur 0.1% Viscosity is lower than 2 cSt by 40 degrees Celsius Enthalpy 42700 kJ/kg The MDO fuel supply model includes a number of predetermined variables as shown in Figure 85. Figure 85: MDO fuel model parameters The auxiliary engines and boilers are run on MDO while the ship is in the harbour. Table 54 gives the input and output parameters needed to define the MDO fuel supply in the GES model. Fuel Type Version INOMAN.1 Help Created Name MGO Fuel type 0 TNO Gates 1 SWBS 0 11/24/2013 Parameters 8 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out h func [kJ/kg],P 0.45826 kg/h [g/s] 0 fuel tank number (1 to 4) 2 1 Perc_C [%] [-] 1 fuel type number (see help) 10 2 Perc_H2 [%] [-] 2 rho 850.5 kg/m3 (15 3 Perc_S [%] [-] 3 x water 0.208 %m/m 4 density [kg/m3] [-] 4 y ash 0.017 %m/m 5 sulphur 1 %m/m 6 viscosity (only CCAI) 380 mm2/s (50 7 Trip volume 0 kg Table 54 : The definition of the inputs and outputs parameters of the GES MGO model 27/09/2013 PU Page 89 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design From the function defined in the HFO fuel tank model, the output is a vector containing the following parameters; Enthalpy value [kJ/kg] Percentage carbon C Percentage hydrogen H2 Percentage Sulphur S Density of the fuel [kg/m3] Trip volume is an output parameter of the amount of fuel during a single port-to-port simulation. 6.1.3 Main Fuel Switch Model To enable the fuel supply to be switched between HFO and MDO during real-time simulation of the reference ship, a fuel switch model is necessary, for example see the triple switch model shown in Figure 86. Figure 86: Fuel switch model block Depending on the switch parameter, one of the three inputs is connected to the output. Parameter value 0 is no fuel Parameter value 1 input h1 is switched on Parameter value 2 input h2 is switched on Parameter value 3 input h3 is switched on Figure 87 shows the parameter list for the fuel switch model as created in GES. Figure 87: List of fuel switch model parameters Table 55 gives the input and output parameters needed to define the fuel switch modes in the GES model. 27/09/2013 PU Page 90 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Type Fuel Version INOMAN.1 Help Created Name Main Fuel switch Fuel type 0 TNO Gates 4 SWBS 0 11/24/2013 Parameters 1 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out h0 func [kJ/kg] f0 [g/s] 0 switch gate 0 to D/L/H 0 [0,1,2,3] 1 [-] [-] 2 [-] [-] 3 [-] [-] 4 [-] [-] 1 0 In h1 [kJ/kg] D func [g/s] 1 [-] [-] 2 [-] [-] 3 [-] [-] 4 [-] [-] 2 0 In h2 [kJ/kg] L func [g/s] 1 [-] [-] 2 [-] [-] 3 [-] [-] 4 [-] [-] 3 0 In e3 [kJ/kg] H func [g/s] 1 [-] [-] 2 [-] [-] 3 [-] [-] 4 [-] [-] Table 55: The definition of the inputs and outputs parameters of the GES fuel switch model The inputs and output value of the fuel switch model is a vector with following fuel properties; Enthalpy value [kJ/kg] Percentage carbon C Percentage hydrogen H2 Percentage Sulphur S Density of the fuel [kg/m3] 6.2 Main Propulsion Installation 6.2.1 Main Engine Model The specifications of the main engine installation on-board the Stena Carrier is given in Table 56, see Deliverable D2.1 for further details. 27/09/2013 PU Page 91 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Main Data for Engine Type 8ZA40s Number of cylinders 8 Cycle 4 stroke Cylinder bore 400 mm Stroke 560 mm Engine speed 510 rpm Engine output 5760 kW BMEP 24.1 bar Mean piston speed 9.5 m/s Max. combustion pressure 168 bar BSFC range 176-185 g/kWh Length 8677 mm Mass 78 tonnes Table 56: Stena Carrier’s main engine specifications A standard 4-stroke engine model was adapted to represent the specifications of the installed engine. In addition, the engine model was combined with the WHRS connection model discussed in chapter 3.4.1.3 and shown in Figure 89. Figure 88: Main reference Diesel engine system Table 57 gives the input and output parameters needed to define the main engine GES model. Electric Type Version INOMAN.1 Help Created Name 8ZA40s #1 Fuel type 1 TNO Gates 11 SWBS 2331 5/12/2013 Parameters 9 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out M [N.m] w func [rad/s] 0 variable speed 50 [rad/s] 1 0 Out e [kJ/kg=0] NOx func [g/s] 1 nominal speed 510 [rpm] 2 0 Out e [kJ/kg=0] HC func [g/s] 2 minimum speed 300 [rpm] 3 0 Out e [kJ/kg=0] CO func [g/s] 3 nominal power 5760 [kW] 4 0 Out e [kJ/kg=0] SO2 func [g/s] 4 % C in fuel 86 [-] 5 0 Out e [kJ/kg=0] CO2 func [g/s] 5 % H2 in fuel 12.98 [-] 6 0 In h [kJ/kg] dm/dt func [g/s] 6 % S in fuel 1.02 [-] 1 [-] [-] 7 Aspect values 1169 [-] 27/09/2013 PU Page 92 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 2 [-] [-] 8 Calculation values 2 [-] 3 [-] [-] 4 [-] [-] 7 0 Out e [kJ/kg=0] O2 func [g/s] 8 0 Out e [kJ/kg=0] N2 func [g/s] 9 0 Out e [kJ/kg=0] H2O func [g/s] 10 0 In e func [kJ/kg=0] AIR [g/s] Table 57: The definition of the inputs and outputs parameters of the GES main engine model The parameter list of the basic diesel engine modelled in GES is shown in Figure 90. Figure 89: List of Parameter for diesel engine model Below are listed the parameters in the main engine GES model with a brief description of what they are. Parameter(0): Diesel exhaust Actual speed of the diesel engine. Parameter(1): Nominal speed of the diesel engine. Parameter(2): Minimum speed limit. Parameter(3): Nominal power. Parameter(4): Percentage carbon in fuel. Parameter(5): Percentage hydrogen in fuel. Parameter(6); Percentage sulphur in fuel. Parameter(7): A matrix that contains the aspect values of the diesel engine. matrix[0][0]: nominal fuel consumption [kg/h] matrix[1][0]: nominal emission ratio NOx [g/kg fuel] matrix[2][0]: nominal emission ratio HC [g/kg fuel] matrix[3][0]: nominal emission ratio CO [g/kg fuel] Parameter(8): Is a matrix that contains calculation values. matrix[0][0]: Equivalence ratio [-]. If gate 10 is not connected, this value is an input parameter. The airflow is automatically calculated. Default value is 2. matrix[1][0]: HC-ratio [-] Default value is 2. matrix[2][0]: fuel consumption [kg/h] matrix[3][0]: emission ratio NOx [g/kg fuel] matrix[4][0]: emission ratio HC [g/kg fuel] matrix[5][0]: emission ratio CO [g/kg fuel] matrix[6][0]: emission ratio SO2 [g/kg fuel] 27/09/2013 PU Page 93 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design matrix[7][0]: emission ratio CO2 [g/kg fuel] matrix[8][0]: emission ratio O2 [g/kg fuel] matrix[9][0]: emission ratio N2 [g/kg fuel] matrix[10][0]: emission ratio H2O [g/kg fuel] matrix[11][0] LCV Low Calorific Value [kJ/kg] used for correction of fuel consumption. Default value 42780 kJ/kg Parameter(7) contains a row of coefficients (N, a, b, c, d, e, f, g) of the polynomial that gives the specific operational aspects SFC, NNOx, NHC and NCO are described by; N * ( a + b * p + c *p^2) * (d + e * n + f * n^2) Where; n is normalised engine speed [0-1] p is normalised engine power [0-1] p is corrected with g as p = p/n^g The coefficients must be matched, using either an external simulation model or operational test data, to the diesel engine curves. 6.2.2 Gearbox Model The example reference ship has two propulsion reduction gearboxes, type Renk AG NDSHL3000, with the following specifications of 5760 kW, speed input 510 1/min, speed output 130 1/min, ratio 3.923:1. Note, the ratio for the shaft generator is 1806/510 = 3.54:1 A standard gearbox model from the GES library was adapted to represent the type Renk AG NDSHL3000 gearbox. The gearbox model consists of the following subsystems: Shaft losses ME Clutches Speed ME unlocked PT0, no clutch The gearbox losses are described by the actual torque, power and speed compared with the nominal torque, power and speed. The total output power is derived from the two inputs, as for each input there is an associated power loss calculated according the following equation. Figure 91 shows the GES model block for the gearbox that will be included in the INOMANSHIP libraries. 27/09/2013 PU Page 94 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 90: Gearbox with PTO model block Table 59 gives the input and output parameters needed to define the GES gearbox with PTO model block. Mechanical Type Version INOMAN.1 Help Created Name Gearbox PTI Fuel type 0 TNO Gates 4 SWBS 2411 11/24/2013 Parameters 12 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out Mo [N.m] wo func [rad/s] 0 nominal power (DE2) 5760 [kW] 1 0 In Mg func [N.m] DE2 [rad/s] 1 nominal power (DE1) 5760 [kW] 2 0 In Md func [N.m] DE1 [rad/s] 2 flexible power (0=no, 1=yes) 0 [-] 3 0 Out pto [N.m] f_pto func [rad/s] 3 nominal speed (DE2) 510 [rpm] 4 nominal speed (DE1) 510 [rpm] 5 flexible speed (0=no, 1=yes) 0 [-] 6 nominal efficiency 0.97 [-] 7 transmission DE2 3.923 [-] 8 transmission DE1 3.923 [-] 9 transmission DE1->DE2 3.923 [-] 10 (0=DE1+DE2,1=DE1,2=A,3=DE2) 2 mode 11 transmission PTO 13.89 [-] Table 58: The definition of the inputs and outputs parameters of the GES PTO gearbox model Figure 92 shows the list of parameters that are included in the gearbox with PTO model. Figure 91: Parameter list for gearbox with PTO model 27/09/2013 PU Page 95 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The gearbox divides the output power from the inputs depending on parameter(0) and parameter(1). Three-switching modes are possible and selected by setting parameter(10). A description of the main parameters are shown below. Parameter 0 ; output power is divided over DE1 and DE2 Parameter 1 ; output power is switch to DE1 Parameter 3 ; output power is switch to DE2 Parameter 2 ; output power is switch first to DE1; if reached then divided to DE1 and DE2 6.2.3 Controllable Pitch Propeller Model The Stena Carrier is equipment with two controllable pitch ice propellers. The blades are designed to operate at a power of 9168 kW (90% MCR) and shaft speed of 130 rpm to provide a top sailing speed of 21.6 knots. In the design condition, the vessel sails with all four engines running or 2+2 engine mode, however, this is not always the case in the real world. Therefore additional case will have to be considered where only one engine is operated for each shaft, 1+1, and when one shaft runs both its engines while the other shaft only runs one, 2+1. The propeller nominally operates at rotational speeds between 96-130 rpm. The specifications of the Stena Carrier’s CPP propeller are shown in Table 59. Propeller diameter 5000 [mm] Number of blades 4 Hub diameter 1600 [mm] Mean pitch 5511 [mm] Vessel speed 18 [knots] 14 [knots] Propeller revolutions 114 [rpm] 117 [rpm] Efficiency 62.6% 49.0% Table 59: Stena Carrier propeller specifications The rotational speed and diameter result in a tip speed of 34.0 m/s. Above this speed, higher noise and vibration levels are expected. Inputs into the model are the shaft speed and advance speed of the water, while the outputs are the trust and torque of the propeller as shown in Figure 95. Figure 92: Four-quadrant CPP model Table 60 gives the input and output parameters needed to define the GES CPP propeller model block. 27/09/2013 PU Page 96 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Maritime Type Version INOMAN.1 Help Created Name WB CPP four quadrant Fuel type 0 TNO Gates 2 SWBS 2452 11/24/2013 Parameters 7 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out T func [N] va [m/s] 0 propeller.csv 0 Filename 1 0 In Q func [N.m] w [rad/s] 1 Diameter 5 [-] 2 Density 1025 [-] 3 P(0.7R)/Dprop 0 [-] 4 Blade area ratio 0.656 [-] 5 Beta: CT: P/D 0 [-] 6 Beta: CQ: P/D 0 [-] Table 60: The definition of the inputs and outputs parameters of the GES CPP model The parameter list of the CPP propeller model is shown in Figure 93. Figure 93: Parameter list 4 quadrants propeller The coefficients to described the propeller are located in parameter(5) and parameter(6) and are generated with a special program that specifically describes the propeller in operation on-board the Stena Carrier. The propeller is tuned together with the ship resistance for the correct ship speed and shaft power. The propeller curve is based on blade area ratio of 0.656. 6.2.4 Hollow Shaft Model To control the CPP propeller is provide hydraulically through a hollow shaft. For life cycle cost and Hazard calculations, a function for the model with some efficiency losses was implemented. Figure 94 shows the basic hollow shaft model block created in GES. Figure 94: Hollow shaft model block 27/09/2013 PU Page 97 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design A list of the parameters including in the GES hollow shaft model, as a pop-up menu, is shown in Figure 95. Figure 95: Parameters for hollow shaft model Table 61 gives the input and output parameters needed to define the GES hollow shaft model block. Mechanical Type Version INOMAN.1 Help Created Name hollow_shaft wi wo Fuel type 0 TNO Gates 2 SWBS 2431 11/24/2013 Parameters 5 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In M func [N.m] w [rad/s] 0 nominal power 11000 [kW] 1 0 Out M [N.m] w func [rad/s] 1 nominal rotational speed 150 [rpm] 2 nominal efficiency 0.99 [-] 3 shaft length 50 [m] 4 wring tension 90 [N/mm^2] Table 61: The definition of the inputs and outputs parameters of the GES hollow shaft model 6.3 Hull form and Hydrodynamic Resistance 6.3.1 Hull Model A general hull model is used to describe the influences of the hull on the propeller. The correction on the thrust is described with the trust deduction factor, t, thus, the ship resistance, R, is described as: R = ( 1- t ) Thrust (propeller). The advanced speed, Va, of the propeller is described with the correction factor w as: Va = (1 – w ) Vs (shipspeed) Figure 96: General hull model block 27/09/2013 PU Page 98 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Table 62 lists the input and output parameters needed to define the GES hull model block. Maritime Type Version INOMAN.1 Help Created Name Hull general Fuel type 0 TNO Gates 2 SWBS 0 11/24/2013 Parameters 2 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 Out R func [N] vs [m/s] 0 thrust fraction 0.131 [-] 1 0 In T [N] va func [m/s] 1 wake fraction 0.158 [-] Table 62: The definition of the inputs and outputs parameters of the GES hull model The hull model is placed between the resistance model and the propeller. 6.3.2 Ship Resistance Model The resistance of a ship consists of three components: Frictional or viscous resistance Form or pressure resistance Wave resistance These three components all separately contribute to the total resistance of the ship. Apart from doing model tests, there is no model to predict these components for the total resistance separately. Traditionally, during the design stage of a ship, the total resistance is estimated using resistance prediction methods, like Holtrop & Mennen and Quadratic resistance predictor methods. To be able to predict the resistance of the ship during the simulation, the resistance of the ship has to be estimated using the two prediction methods. 6.3.2.1 The Holtrop-Mennen Resistance Model For general use, the Holtrop & Mennen ship resistance method is incorporated in the Inomanship maritime library as the model shown in Figure 97. Figure 97: Ship resistance (Holtrop&Mennen) model block Table 63 lists the input and output parameters, as well as the function coefficients needed to define the GES Holtrop-Mennen resistance hull model block. 27/09/2013 PU Page 99 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Maritime Type Version INOMAN.1 Help Created Name Holtrop resistance, Twater Fuel type 0 TNO Gates 1 SWBS 0 11/12/2013 Parameters 34 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In R func [N] vs [m/s] 0 Lpp (*=see he 166.4 [m] 1 Lwl -1 [m] 2 B 25.2 [m] 3 Ta 6.4 [m] 4 Tf 6.4 [m] 5 Moulded volume -1 [m^3] 6 Cb ( -1= calculate) 0.589 [-] 7 Cm 0.97 [-] 8 Cwp -1 [-] 9 lcb -0.5 [% of 0.5Lpp ] 10 Ie ( -1= calculate) -1 [deg] 11 Abulb (transverse bulb area) 2.15 [m^2] 12 Hbulb 2.3 [m] 13 ATrans (transom area) 2.3 [m^2] 14 Cstern (stern shape paramete -20 [-] 15 Wetted area rudders 55 [m^2] 16 Rudder coefficient 1.4 [-] 17 Wetted area appendages 30 [m^2] 18 Eq. appendage factor 1.4 [-] 19 No. of screws 1 [-] 20 Diameter propeller 6 [m] 21 P/D 1.1 [-] 22 Ae/Ao 0.7 [-] 23 Diameter tunnel bowthruster 1.6 [m] 24 Resist. coeff. bowthruster 0.012 [-] 25 Service condition (multipl.) 1.118 [-] 26 Hull roughness -1 [-] 27 Fresh / salt water [0/1] 1 [-] 28 Water temperature 15 [degr.C] 29 Table for kin. viscosity 0 [-] 30 Table for density water 0 [-] 31 Kinematic viscosity 1E-06 [m2/s] 32 Density water 1025 [kg/m3] 33 power_out 5E+06 [W] Table 63: The definition of the inputs and outputs parameters of the GES Holtrop-Mennen resistance model 6.3.2.2 The Quadratic Resistance Model The second method of determining hull resistance uses the theoretical relation between the velocity of the ship and the resistance. The resistance of a ship is a function of the velocity of the ship. It is often acceptable to assume that the resistance is proportional to the square of the velocity. The resistance curve is calculated using the following function; 27/09/2013 PU Page 100 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design R = (a0+cr*a1*vs^2)*sgn(vs); Where; R is the resistance ao, cr, a1 are constants vs is the ship velocity For the Stena Carrier, data is available of the actual power delivered to the shaft and velocity with respect to the water for several voyages. With this data, the coefficients of the theoretical resistance curve are estimated to match the actual resistance (See D2.1). Figure 9.8 shows the basic Quadratic ship resistance model created in GES. Figure 98: Quadratic ship resistance model block Table 64 lists the input and output parameters, as well as the function coefficients, needed to define the GES Quadratic hull resistance model. Maritime Type Version INOMAN.1 Help Created Name quadratic resistance X Fuel type 0 TNO Gates 1 SWBS 0 11/12/2013 Parameters 5 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In R func [N] vs [m/s] 0 a0 0 [N] 1 a1 7235 [Ns^2/m^2] 2 cr 1 [-] 3 power_out 4E-09 [W] 4 factor_X 1 Table 64: The definition of the inputs and outputs parameters of the GES quadratic resistance model Within the quadratic hull resistance model, the equation for the resistance were defined as; Vs = f_gate(0); a0 = parameter(0); a1 = parameter(1); cr = parameter(2); e_gate(0) = (a0+cr*a1*vs^2)*sgn(vs); 27/09/2013 PU Page 101 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 6.4 Manoeuvring Thrusters and Steering 6.4.1 Bow Thruster Model Two transverse thrusters of 1000 kW power rating each, with an assumed tunnel diameter of 1.85 m and an outer diameter of 2.2 m, are installed on the Stena Carrier for manoeuvring purposes. The bow thrusters are 70m and 73.5m from the mid ship of the vessel. The basic bow thruster model used in GES is shown in Figure 99. Figure 99: Basic bow thruster model block A list of the properties of the bow thrusters needed in the GES are shown in Figure 100. Figure 100: Parameter list bow thruster The pitch angel of the blades can be changed for this model by up to 20 Degrees, as shown in Figure 101. Figure 101: Thrust bow thruster as function of pitch angle 27/09/2013 PU Page 102 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The bow thruster is calculate a maximum thrust of about 124 kN. For detailed information of the equations to calculate the thrust, relative to the pitch angle, see D2.1. 6.4.2 Ship’s Rudder Model The reference ship has two Active Fin rudders from Becker. The rudders can be controlled in synchronous or independent mode with a maximum applied rudder angle of 35 degrees. The main properties of the rudders are shown in Table 65. Rudder area 15.3 m2. Aspect ratio 1.4 Width 3.3 m Height 4.62 m Balance ratio 47% Thickness ratio 12-28% Table 65: Rudder specifications The rudder component is used only to calculate addition drag for the quasi-static analyses. 6.4.3 A Typical Propulsion Train Created in GES A single shaft propulsion train built with the Inomanship library is shown in Error! Reference source ot found.. Figure 102: Typical propulsion train system As can been seen, the propulsion train model contains the ship’s resistance, the hull correction, the CPP propeller, the gearbox, the diesel engine and the fuel tank supply. A causal element between the resistance and hull component is automatically generated to solve the causal problem between these components. The causal problem exists when the Hull general component and quadratic resistance component both calculate the ship resistance. 6.5 Power & Propulsion Control Systems for the Ship The real human machine interface (HMI) of the reference ship is incorporated into the simulation model using imported images stored in an additional .dll library file. 27/09/2013 PU Page 103 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The HMI interface images can be called by right clicking with the mouse in the root component of the model, as shown in Figure 103. Figure 103: Open power management sheet and main propulsion sheet To control the ship speed by adjusting the CPP propeller and the main diesel engines’ speed, two combinator curves are implemented in the simulation software and available in the Inomananship library. This will be discussed in more detail in following sections, 6.5.1 & 6.5.2. 6.5.1 Power Management System HMI Figure 104 shows the implementation of the power management HMI, which is taking from the reference ship’s real power management system. The ship in practice does not use any shore based power supply when in harbour, as the amount of the hotel load used is about 650 kW. Figure 104: HMI for power management implemented in GES In the INOMANSHIP.dll sheet there are some default global variables that can be used to connect equipment with a switchboard. These global variables can easily be extended to include more systems and equipment to provide great real-time control. The initial system and equipment included at this stage of the reference ship global model development are; 27/09/2013 PU Page 104 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design !DG1 Diesel generator 1 !DG2 Diesel generator 2 !SG1 Shaft generator 1 !SG2 Shaft generator 2 !BT1 Bow thruster 1 !BT2 Bow thruster 2 The HMI powermanagement form can be called with the following function normally placed in the root of the model. function Powermanagement_Form(){ sys.function.property(3); run.dll 'Inomanship.dll,INOMANSHIP_Powermanagement_Form'; } 6.5.2 Main Propulsion System HMI Figure 105 shows the HMI used in the reference ship model and on-board the Stena Carrier for monitoring and controlling the operation of the propulsion installation. Figure 105: Main propulsion system HMI for reference ship The installation is for two symmetrical propulsion shafts. The HMI shows graphically the states of the port and starboard side of the main propulsion system. This HMI sheet was also connected to the reference ship global simulation model in this project. In addition, included in the INOMANSHIP.dll sheet were some default global variables used in the GES environment for connecting to the main switchboards and systems of the ship, which are; !CME1 Clutch main engine 1 !CME2 Clutch main engine 2 !CME3 Clutch main engine 3 27/09/2013 PU Page 105 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design !CME4 Clutch main engine 4 !RPM_PORT Propeller speed port site !RPM_STBD Propeller speed star board site These global variables can easily extent. The HMI mainpropulsion form can be implemented in a model with the following function normally placed in the root of the model. function Mainpropulsion_Form(){ sys.function.property(3); run.dll 'Inomanship.dll,INOMANSHIP_Mainpropulsion_Form'; } 6.5.2.1 Case Study A: 1 + 1 Engine mode In this engine mode, the propellers are powered by a single main diesel engine each. The combinator curve for this mode of operation is shown in Figure 106. Figure 106: Combinator curves for 1+1 diesel engine The table of this combinatory curve was incorporated in the control strategy of the reference ship model as shown in Figures 107 and 108. Figure 107: Combinator component: 1+1 engine model block 27/09/2013 PU Page 106 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 108: List of parameters for the controller of the 1+1 engine model To control the handling of the ship, parameter(0) and/or gate(0) are set to a given control value, indication sail conditions, as shown in Figure 109. Figure 109: Controller modes settings Table 66 gives the input and output parameters, as well as the function coefficients, needed to define the 1+1 engine controller model controller Type Version INOMAN.1 Help Created Name Combinator 1+1 Engines Fuel type 0 TNO Gates 2 SWBS 0 11/12/2013 Parameters 6 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In e func [-] f [-] 0 Handle position 0 1 0 Out pd [-] f func [-] 1 Handle pitch 0 deg 2 Command 2 3 Pd 0 4 Speed 0 [rad/s] 5 Speed 0 [rpm] Table 66: The definition of the inputs and outputs parameters of the GES 1+1 controller model 27/09/2013 PU Page 107 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 6.5.2.2 Case Study B: 2 + 2 Engine mode In this engine mode, two diesel engines are used in combination to power each of the propellers. The combinatory curve for this mode of operation is shown in Figure 110. Figure 110 Combinator curves for 2+2 diesel engine operating mode Figure 111 shows the implementation of the 2+2 engine propulsion operating mode model in GES. Figure 111: Combinator component: 2+2 engines model block 6.5.2.3 Case Study C: 2 + 1 Engine mode To save fuel, the ship sometimes operates in 2 + 1 engine mode, where one of the propellers is driven by two engines and the other by a single engine, especially if the ship operates at variable shaft speeds. This can increase the operating efficiency of the engines and the propellers. Some losses occur for course keeping by different rudder angles. This shall also be investigated in the control strategies. For this kind of analysis, a manoeuvring model was used. 6.6 Main On-board Power Generators/Consumers Table 67 shows the main power consumers on-board the Stena Carrier. Although, not an extensive list, this list will form the basis of an inventory of the main power consumers, which will be expanded as more information becomes available. 27/09/2013 PU Page 108 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Emergency generator diesel TAMD 163 A AB Volvo Penta engine Intermediate shaft 1AP Shaft Intermediate shaft 1AS Shaft Intermediate shaft 2P Shaft Intermediate shaft 2S Shaft Intermediate shaft 3FP Shaft Intermediate shaft 3FS Shaft Main generator diesel 7L28/32H MAN B&W Diesel AG engine P Main generator diesel 7L28/32H MAN B&W Diesel AG engine S Main generator power take off P (Shaft Power take off generator) Main generator power take off S (Shaft Power take off generator) Manoeuvring thruster electric power unit A Electric power unit Manoeuvring thruster electric power unit F Electric power unit Manoeuvring thruster, Thruster, tunnel NOT SET tunnel A Manoeuvring thruster, Thruster, tunnel NOT SET tunnel F Propeller shaft arrangement P Propeller shaft arrangement S Propeller, controllable pitch Propeller, controllable pitch Wartsila Propulsion B.V. P Propeller, controllable pitch Propeller, controllable pitch Wartsila Propulsion B.V. S Propulsion diesel engine PI 8ZAL40S Wartsila Italia S.p.A. Propulsion diesel engine PO 8ZAL40S Wartsila Italia S.p.A. Propulsion diesel engine SI 8ZAL40S Wartsila Italia S.p.A. Propulsion diesel engine SO 8ZAL40S Wartsila Italia S.p.A. Propulsion reduction gear P NDSHL3000 Renk AG Propulsion reduction gear S NDSHL3000 Renk AG Steering gear Thermal oil heater, exhaust heated P EXV7-25-25-57-900 Thermal oil heater, exhaust heated S EXV7-25-25-57-900 Thermal oil heater, oil fired A 25-V0-13 Thermal oil heater, oil fired F 25-V0-13 Table 67: A list of the Stena Carriers installed on-board power generators and consumers The simple way to describe a consumer in the model is to use a load resistance or conduction as a sink as shown in Figure 112. Figure 112: Electric consumer load model block 27/09/2013 PU Page 109 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 113 shows a drop-down menu listing the parameters incorporated into the consumer load model. Figure 113: List of consumer load model parameters The nominal power load in this case was filled in by a global variable, called !AUX_DG1. The output current is calculated using the following relationship; I = u *G = u * P_nom/U_nom2 Table 68 gives the input and output parameters for the consumer load model. controller Type Version INOMAN.1 Help Created Name Load_g 0 [W] Fuel type 0 TNO Gates 1 SWBS 500 11/12/2013 Parameters 2 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In u [V] i func [A] 0 power nominal 0 [W] 1 voltage nominal 230 [V] Table 68: The definition of the inputs and outputs parameters of the GES consumer load model 6.6.1 Shaft Generator Model The Stena Carrier has two Avk type DSG 88M1-4 shaft driven generators connected to the main propulsion engines via a Renk gearbox with a ratio of 3.54:1. These produce a 450V three-phase supply with a power rating of 2125 kVa and phase angle of 37o (cos φ = 0.8). The weight of each system is about 2125 kg. In practice, the shaft generators are not used, but the shaft generators cannot be removed from the gearbox. Some basic equations to calculate the rotational losses without load were calculated. The rotational or mechanical losses consist of friction losses in bearings and windage losses. The friction losses in the bearings in small machines can be evaluated using the following equation: = 𝐺 10 3W Where, Kfr = 1 to 3 and Gr is the mass of rotor in [kg]. The windage losses of small machines, without a fan, can be found for cases where the speed does not exceed 6000 rpm using the following function: 27/09/2013 PU Page 110 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Pwind = 2Dr2La ωr310x-6 W Where, Dr is the outer diameter of rotor. The rotational losses are theoretical for machine of about 2.5-3 kW in size and for the four engines is about 1kW/hour. In practice the losses are expected to be more than those predicted, as losses in the gearbox for the PTO system are not fully taken into account. Figure 114 shows the basic shaft generator modelling block created in GES Figure 114: Basic shaft generator model block A list of the parameters used in the GES shaft generator model is shown in Error! Reference source ot found.. Figure 115: Parameter list synchronous generator The functions used to the operation of the shaft generator are derived from a vector diagram of the generator as described 3.3.1.1, and stated in the model in the following way. Ia = f_gate(1) / sqrt(3) / cos(phi); %field current w = f_gate(0); %speed rad/s ta = atan2((Xa*Ia*cos(phi)-Ra*Ia*sin(phi)),(Vf + Ra*Ia*cos(phi)+Xa*Ia*sin(phi))); %torque angle Ea = Vf*cos(ta) + Ra * Ia * cos(phi+ta) + Xa * Ia * sin(phi + ta); %induced RMS voltage T = ((Ea * Ia * cos(phi + ta) * 3 ) + Pfe ) / w; e_gate(0) = T; From the shaft generator model, a plot can be obtained of the shaft generators efficiency against the engine load, as shown in Figure 116. 27/09/2013 PU Page 111 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 116: Typical efficiency curve of the generator component It should be noted, that at very low engine load the shaft generator is not very efficient. However, as the engine load increase the efficiency of the shaft generator increases sharply to about 20% load where upon the efficiency improvement slows, reaching a peak efficiency of around 95% at 75% engine load. Table 69 states the input and output parameters, as well as the function coefficients, needed to define the GES shaft generator model: electric Type Version INOMAN.1 Help Created Name synchr generator cosphi Fuel type 0 TNO Gates 2 SWBS 2351 09/12/2013 Parameters 6 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In M func [N.m] w [rad/s] 0 nominal power 1700 [kW] 1 0 Out u func [V] i [A] 1 line voltage 450 [V] 2 nominal speed 1800 [rpm] 3 frequency 60 [Hz] 4 powerfactor 0.8 [-] 5 cooling system 1 [-] Table 69: The definition of the inputs and outputs parameters of the GES shaft generator model 6.6.2 Complete Diesel Generator Set Two diesel generator sets are installed on-board the Stena Carrier. The components, which make up each of the generators are; A type L28/32H diesel engine produced by MAN; Number of cylinders 7 Cycle 4 stroke Cylinder bore 280 mm Stroke 320 mm Engine speed 720 rpm Engine output (on flywheel) 1563 kW 27/09/2013 PU Page 112 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Compression ratio13.3: I Max. Combustion pressure130 bar Turbocharger Maker MAN Type NR24R118 Governor Maker Woodward Type UGSD A type DSG114k1 -10 driven alternator; Capacity 1875 kVA Rating 720 rpm Continue. \/oltage 450 V Frequency 60 Hz Power factor 0.8 Figure 117 shows the diesel generator modelling block based on the MAN L28/32H engine. Figure 117: Basic combustion model of diesel generator in GES The component has the same format as the diesel component for fuel and emissions. The parameter list of the diesel generator is shown in Figure 118. Figure 118: Parameter list for diesel generator model The diesel generator is built by combining three internal components; Diesel generator engine model block (MAN L28/32H diesel engine) 27/09/2013 PU Page 113 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Internal load connection model block (representing transmission and gearbox losses) Synchronous generator model block (DSG114k1 -10 alternator) Figure 119: Generator unit system model For idle operation an internal load component is connected between the generator and the diesel engine. Table 70 lists the input and output parameters, as well as the function coefficients, needed to define the GES generator model. mechanical Type Version INOMAN.1 Help Created Name DG2 MAN L28/32H Fuel type 1 TNO Gates 12 SWBS 3112 11/12/2013 Parameters 6 gate # Index Power [In,Out] effort cal unit flow cal unit parameter # name value unit 0 0 In h [kJ/kg] dm/dt func [g/s] 0 nominal speed 720 [rpm] 1 [-] [-] 1 nominal power 1500 [kW] 2 [-] [-] 2 nominal voltage 450 [V] 3 [-] [-] 3 tank number 1 [-] 4 [-] [-] 4 Aspects 720 [-] 1 0 Out u func [V] i [A] 5 Off / On / Auto off (0,1,2) 1 [-] 2 0 Out e [kJ/kg] NOx func [g/s] 3 0 Out e [kJ/kg] HC func [g/s] 4 0 Out e [kJ/kg] CO func [g/s] 5 0 Out e [kJ/kg] SO2 func [g/s] 6 0 Out e [-] CO2 func [-] 7 0 Out e [kJ/kg] O2 func [g/s] 8 0 Out e [kJ/kg] N2 func [g/s] 9 0 Out e [kJ/kg] H2O func [g/s] 10 0 In AIR func [kJ/kg] [g/s] 11 0 Out e [kJ/kg] PM func [g/s] Table 70: The definition of the inputs and outputs parameters of the GES generator model The idle load for the generators engine, according to its specifications, is about 9% of nominal power. 27/09/2013 PU Page 114 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 7 INOMANS2HIP Libraries For the INOMANS2HIP project, a pre-library structure was first defined for the reference ship in Task 2.2 and reported in D2.1, consisting of a collection of models that were used for building the cargo ship global model. This formed a library template to be used to create further libraries for the INOMANS2HIP project, allowing the incorporation of new energy technology models created in the GES environment and Simulink models. The Basic INOMANS2HIP Library was originally created in Task 2.2, along with a Simulink Library, in the GES simulation tool, as shown in Figure 120. Figure 120: INOMANS2HIP libraries window The Basic Cargo Library contains the relevant ship system and component models that enable the development of a global model of the reference cargo ship. For this part of the work, only the equipment and systems on-board the Stena Carrier were modelled and incorporated into the library. All of the energy relevant components, as reported in D2.2, for the reference ship’s global model are available for use with the models created of the new energy technologies, which are stored in the New Cargo Library. In addition, the Simulink library contains the basic components to build and store models created in Simulink and linked through a modelling block to the GES simulation environment. Once these libraries were created, further sub-libraries where added and incorporated into them to further define the technologies being used. These sub-libraries were developed to enable quick and easy access to the new energy technology models developed during the project. 7.1 Overview of the Basic Cargo library Clicking on the Basic Cargo Library, opens up the library, which contains the standard components that are installed on-board any cargo ship, as shown in Figure 121. Additional components can be imported or created in this library. This library was subdivided into with specialised libraries, such as the Cold Ironing Library. 27/09/2013 PU Page 115 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design Figure 121: Basic Cargo Library window It should be noted that further component models can be found in the left-hand scroll window, by simply clicking on “+” or double clicking on file descriptor. Currently the models in this library have been specifically designed to represent equipment and systems on-board the Stena Carrier. If a different reference ship is selected, the component models can easily and quickly modified to represent equipment and systems on-board a different reference ship by simple changing the model parameters and coefficients to the new values representing the equipment of the new ship. 7.2 Overview of the New Cargo library The New Cargo Library has been subdivided into eight additional libraries. Each one of the new libraries represents an area of technology investigation and contains component models related to the specific technological area, as shown in Figure 122. Additional libraries can be added to include additional technologies. Figure 122: New cargo library window 27/09/2013 PU Page 116 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design The individual libraries can be further subdivided to include component libraries, which can better define a specific technology application or individual system. For example, the Wind Energy library contains applications for propulsion aids and energy generation as indicated by auxiliary propulsion and energy management sub-menus, which can be seen in the left-hand menu window of the figure above. 7.3 Overview of Simulink Model Library The Simulink Model Library contains a number of mature system and component models that have developed by the partners, either before or during the initial stages of the project, in Simulink. These models were integrated into the GES modelling environment to allow real-time data follow from and to the GES global ship model. To save time and complications in transferring the full system model into GES, a simple model block linking the Simulink system and component models to the GES environment. Figure 123 shows a number of these models that have already been implemented. Figure 123: Overview Inomanship Simulink library window The INOMANS2HIP Simulink library works together with the GES simulation program, not only allowing the real-time transfer of data, but also enabling access to the Simulink model, opening it up in GES modelling window for rapid adaption and modification. It must be noted that to test the Simulink models, the gates are connected with in- and output components, which allows for input and output loads being applied, speed-up integration and implementation of the Simulink models. 7.4 Library Map Figure 124 shows a simple map of the INOMANS2HIP libraries, showing the relationship they have with each over and their contents. This map can be expanded with additional libraries and components models. 27/09/2013 PU Page 117 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design First Library Level INOMANS2HIP Library Second Library Level Basic Cargo New Cargo Simulink Library Library Library Main Diesels Cold Solar WHRS PV Model Ironing Energy Fuel AC-AC Net. Energy Energy Consumers Fuel Cell Storage Manag. Electric Hull Wind Aux. Maritime Energy Propuls. Aux. Diesel Controllers Third Library Level Mechanical Figure 124: A simple map of the INOMANS2HIP component libraries in GES 27/09/2013 PU Page 118 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 8 CONCLUSIONS AND FURTHER WORK In this report, more than 70 components are incorporated in the INOMANS2HIP library to date. With these models, new cargo ship configurations can be built for D2.3. These models were used to develop easily accessible libraries were consortium partners can share, integrate, test and develop individual models. Although, this report represents an extensive amount of work performed collaboratively by several partners in the development the models and libraries thus far, it does not represent the complete inventory of component and system models desired for a comprehensive study of all the energy technologies being investigated, i.e. all battery storage choices. However, further new technology models will be continued to be created, representing a broader spectrum of the technology areas being investigated in this project. In additional, a few components and system models still need to be worked upon to implement a realist, representative simulation of the technology, and few components still need to be developed, as they are only in their conceptual stage at the time of writing this report. That is also the case for a number of parameters in some of the models or the implementation of some functions describing certain systems or components, as accurate information and data was unavailable at this stage of their development. However, work will continue to develop the models and expand the libraries as new information and data becomes available once the configurations of the new cargo ship design, due in Tasks 2.4 and 3.3, have been finalised. In addition, further development will be sort throughout this project to complete component libraries, improve accuracy and better simulate real- world systems and components. This report presents a framework and structure for the development of new energy technology models of which the creation of the majority need to progress the objectives of this project have been presented in this document. In addition, this document has presented a modelling environment which aids in the development and integration of individual models and the creation of model libraries. 27/09/2013 PU Page 119 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design REFERENCES Cooper D.; “Representative Emission Factors for use in “Quantification of Emissions from Ships Associated with Ship Movements between Port in the European Community” (ENV.C.1/ETU/2001/0090)”; Published by IVL Swedish Environmental Research Institute Ltd., 2002 Corbett J.J., Koehler H.W.; “Updated Emissions from Ocean Shipping”; Published by American Geophysical Union, Journal of Geophysical Research, Vol. 108- No. D20, 2003 Corbett J.J., Winebrake J.J., Green E.H., Kasibhatla P., Eyring V. and Lauer A.; “Mortality from Ship Emissions: A Global Assessment”; Published by American Chemical Society, Environmental Science & Technology, Vol 41 (24), pp. 8512-8518, 2007 Hannu Jääskeläinen; “Diesel Exhaust Gas”; Dieselnet Technology Guide, http://www.dieselnet.com/tech/diesel_exh.php, last checked 2013 EPA; “In-Use Marine Diesel Fuels”; Published by US Environmental Protection Agency, 1999 EPA; “Analysis of Commercial Marine Vessels Emissions and Fuel Consumption Data”; Published by US Environmental Protection Agency, 2000 Eyring V., Isaken I.S.A., Berntsen T., Collins W.J., Corbett J.J., Endresen O., Grainger R.G., Moldanova J., Schlager H., Stevenson D.S.; “Transport Impacts on Atmosphere and Climate: Shipping”; Published by Elsevier, Journal Atmospheric Environment, Vol. 44, 2010 Fontell E.; “8th annual Green Ship Technology Conference; Wärtsilä Fuel Cell Development Program”; Published by Wärtsilä Finland, 2011 Fridell E., Steen E., Peterson K.; “Primary Particles in Ship Emissions”; Published by Elsevier, journal of Atmospheric Environment, Vol. 42, 2008 Hagenow G., Reders K., Heinze H.E., Stieger W., Detlef Z., Mosser D.; “Handbook of Diesel Engines: Chapter 4-Fuels”; Published by Springer, 2010 IMO; “MARPOL 73/78: International Convention for the Prevention of Pollution from Ships”; Published by International Maritime Organisation (IMO), ratified 1983 IMO; “MARPOL 93/97 Annex VI: Prevention of Air Emissions from Ships”; Published by International Maritime Organisation (IMO), ratified 2004 IMO; “Second IMO GHG Study 2009”; Published by International Maritime Organisation, 2009 INOMAN2SHIP; “Deliverable D1.1: Market study”, D1.1_INOMANSHIP_M06_V1.pdf INOMAS2HIP; “Deliverable D2.1: Conventional cargo ship model and simulation”, D2.1_INOMANSHIP_M12_V1.3.pdf INOMANS2HIP; “Deliverable D3.1: Energy Characteristics Modelling”, D3.1_INOMANSHIP_M08_V4.pdf 27/09/2013 PU Page 120 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design ISO; “ISO 8178: Standard for Emission Test Cycle”; Published by International Standards Organisation, 2006 Johnsen T., Endresen Ø., Sørgård E.; “Assessing Environmental Performance by Ship Inventories”; Published by Det Norske Veritas (DNV), 2000 Lloyds Register; “Marine Exhaust Emissions Research Programme”; Published by Lloyds Registry of Shipping, 1995 MAN; “Waste Heat Recovery (WHRS) for Reduction of Fuel Consumption, Emission and EEDI”; Published by MAN Diesel & Turbo, 2012 MEPC; “MEPC/Circ471: Interim Guidelines for Voluntary Ship CO2 Emissions Indexing for use in Trials”; Published by International Maritime Organisation (IMO), 2005 MEPC; “MEPC 58/23/Add.1: Resolution MEPC.176(58): Amendments to the Annex of Protocol of 1997 Amend the International Convention for the Prevention of Pollution from Ships, 1973, as Modified by the Protocol of 1978 Relating Thereto”; Published by International Maritime Organisation (IMO), Annex 13, 2008 MEPC; “MEPC.1/Circ.684: Guidelines for Voluntary use of the Ship Energy Efficiency Operational Indicator (EEOI)”; Published by International Maritime Organisation (IMO), 2009 Moldanová J., Fridell E., Popovicheva O., Demirdjian B., Tishkova V., Faccinetto A., Focsa C,; “Characterisation of Particulate Matter and Gaseous Emissions from a Large Ship Diesel Engine”; Published by Elsevier, Journal of Atmospheric Environment, Vol. 43, 2009 Van Hugt J.; “Computer Program GES for Integrated Energy Systems”; Published by TNO, 2000 Wang C., Corbett J.J. and Firestone, J.; “Improving Representation of Global Ship Emissions Inverntories”; Published American Chemical Society, Environmental Science & Technology, Vol. 42 (1), pp. 193-199, December 2008 27/09/2013 PU Page 121 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design ANNEXES ANNEX A: SWBS structure Ship Work Breakdown Structure 100 hull 200 propulsion plant 210 energy system (nuclear) 220 energy sys. (non-nuclear) 223 main propulsion batteries 2231 main storage batteries 224 main prop. fuel cells 2241 main fuel cells 230 propulsion units 233 propulsion internal combu 2331 main diesel engines 234 propulsion gas turbines 2341 main gas turbines 235 electric propulsion 2351 propulsion generators 2352 propulsion motors 2353 main switch boads, prop. 2354 static converters, prop. 2356 transformers, prop. 2359 electric cabling, prop 240 transmission & propulsion 6850.27 241 propulsion reduction ge 2411 propulsion reduct. gear 242 propulsion clutches and 2421 propulsion clutches & co 243 propulsion shafting 2431 propulsion shafting 244 propulsion shaft bearin 27/09/2013 PU Page 122 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 2441 propuls. shaft bearings 245 propulsors 2451 fixed pitch propellers 2452 controllable pitch prop. 2453) thrusters (incl Azimth 2454 azipods 246 propulsorr shouds and d 2461 propulsorr shouds and d. 247 water jet propulsors 2471 water jet propulsors 250 propulsion support sys. 251 combustion air system 2511 blowers 2513 intakes, combustion air 252 propulsion control system 2521 propulsion control sys. 256 circulating and cooling 2561 seawater cooling system 2562 freshwater cooling sys. 259 uptakes (inner casing) 2591 uptakes and baffles, in. 260 fuel and lube oil 261 fuel service system 262 main propulsion lube oil 300 electric plant 310 electric power generation 311 ship service power gen. 3112 generator sets, diesel 3113 generator sets, gasturb. 312 emergency generators 3121 generator sets, diesel 3122 generator sets, gasturb. 313 batteries and service 3131 batteries 0 314 power conversion equipm. 27/09/2013 PU Page 123 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 3144 static converters 3145 rotating converters 3146 transformers 320 power distribution system 321 ship service power cables 3211 ship service power cable 322 emergency power cables 3221 emergency power cable 324 switchgear and panels 3241 switchgear and panels 325 emerg. switchgear & panel 3251 emergency switch. & pan. 330 lighting system 0 331 lighting distribution 3311 lighting distribution 332 lighting fixtures 3321 lighting fixtures 400 command and surveillance 410 command and control sys. 420 navigation systems 430 interior communications 440 exterior communications 500 auxiliary systems 510 climate control 511 compartment heating sys. 5111 heating systems 512 ventilation systems 5121 ventilation, non engine 513 engineroom ventilation s. 5131 ventilation, engine room 514 air conditioning system 5141 chilled water distr. sys 5142 air conditioning plants 5143 air contioning units, 516 ship servive, refrigerati 27/09/2013 PU Page 124 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 517 aux. boilers & heat sourc 5171 auxiliary boilers 5172 waste heat systems 520 sea water systems 0 521 firemain and flusing(sea) 5211 firemain and flushing s. 522 sprinkler systems 5221 sprinkler system 524 auxiliary sea water sys. 5241 aux. machn. sea water sy 526 scuppers and deck drains 5261 drains, deck 530 fresh water systems 531 distilling plant 5111 heating systems 533 potable water 5121 ventilation, non engine 536 aux. fresh water cooling 5131 ventilation, engine room 540 fuel and lub. handling &s 0 541 ship fuel & compensation 0 5111 heating systems 544 liquid cargo 5121 ventilation, non engine 545 tank heating 5131 ventilation, engine room 546 aux lubrication systems 5141 chilled water distr. sys 0 5142 air conditioning plants 0 5143 air contioning units, 0 550 air,gas &miscell. flui &s 0 551 compressed air systems 5511 air system, high pressur 5512 air sys., low med. pres. 553 O2 N2 systems 27/09/2013 PU Page 125 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 5531 O2 N2 systems 555 fire extinguishing sys. 5551 fog. foam and AFFF sys. 5552 fifi sys. dry chemical 5553 fifi sys. CO2 & halon 0 556 hydraulic fluid system 0 5561 hyd. power sys. ship srv 0 560 ship control systems 0 561 steering systems 0 5611 steering systems 0 562 rudder 0 5621 rudder 0 565 trim and heel systems 0 5651 stabilizing fins 0 5652 ballast & tim systems 0 570 replenischment systems 0 572 ship stores handling sys. 0 5721ship stores handling sys. 0 573 cargo handling systems 0 5731 elevatores, cargo handli 0 580 mechanical handling sys. 0 581 anchor handling & stowage 0 5811 anchor handling & stowag 0 582 mooring and towing 0 5821 mooring & towing 0 583 boats, handling & stowage 0 5831 survival craft & davite 0 5832 rescue boat & deployemen 0 5833 liferafts, incl. stowage 0 5834 lifesaving equp., miscel 0 589 miscellaneous mech. hand. 0 5141 chilled water distr. sys 0 5142 air conditioning plants 0 5143 air contioning units, 0 590 special purpose systems 0 27/09/2013 PU Page 126 of 127 New Models Library, used for Innovative Ship D2.2_INOMANSHIP_M31_V1.0 INOMANS2HIP Design 511 compartment heating sys. 0 5111 heating systems 0 512 ventilation systems 0 5121 ventilation, non engine 0 513 engineroom ventilation s. 0 5131 ventilation, engine room 0 514 air conditioning system 0 5141 chilled water distr. sys 0 5142 air conditioning plants 0 5143 air contioning units, 0 516 ship servive, refrigerati 0 517 aux. boilers & heat sourc 0 5171 auxiliary boilers 0 5172 waste heat systems 0 600 outfit and 0 furnishings 700 armament 0 800 integration / 0 engineering 900 ship assembly and 0 support F00 loads (full 0 condition) M00 Margins 0 000 rest 0 27/09/2013 PU Page 127 of 127