Hybrid & battery technology in shipping. Lessons learned from demo- and commercial projects and classification Rules update

Transcription

1 Hybrid & battery technology in shipping. Lessons learned from demo- and commercial projects and classification Rules update Maritime Business Opportunities 2015 Tomas Tronstad, M. SC, Principal Engineer, Maritime Advisory, DNVGL 1 SAFER, SMARTER, GREENER

2 It is not the strongest of the species that survives, nor the most intelligent that survives. It is the one that is the most adaptable to change. Charles Darwin ( ) 2

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4 FellowSHIP Phase 3 - HybridShip The objective of the project is to introduce energy storage in the power system of a ship to improve: Efficiency Emissions Performance Safety

5 Energy Storage - Properties The characteristics of the Li-ion battery chosen Chemistry = NMC Power for short periods of time = 5MW Energy capacity = 500 kwh Weight = 5 tonnes Space = 20 ft. container Photo courtesy of Thomas Førde, Stavanger Aftenblad

6 Energy Storage - Installation

7 Battery: Size, Weight & Performance Load Response Comparable size and weight 8

8 Power and energy density of energy storage Not all batteries are created equal. Even batteries of the same chemistry vary. The main trade-off in battery development is between power and energy Batteries can be either high-power or high-energy, but not both. Often manufacturers will classify batteries using these categories. Other common classifications are High Durability, meaning that the chemistry has been modified to provide higher battery life at the expense of power and energy. Source: US Defense Logistics Agency 10 Strategic Research & Innovation, Maritime Transport,

9 Hybrid Propulsion System FUEL CELL 0.33 MW 2 MW 0.5 MWh BATTERY ENGINES 2 MW 2 MW 2 MW AUXILIARIES

10 Efficiency figures battery propulsion systems DC

11 The Diesel engine running at optimal load while the battery handles the dynamics Optimal Load, Reduced Transients, Regenerative Breaking Battery discharges when power demand is greater than the Diesel engine output: Battery charges when power demand is less than the Diesel engine output: Eirik Ovrum, DNV GL Strategic Research & Innovation 13

12 Testing and demonstration

13 Operational Profile Transit Standby DP Harbour Weather

14 Designing a battery system Form Factor Max voltage (V) Nominal Chemistry Discharge Current Max (A) Capacity (Ah) Charge Current Max (A) Max Charge C-rate Energy Density (Wh/kg) Max Discharge C-rate Pulse Current Max (A) Cost/cell Weight (kg) Power Density (W/kg) Nominal Discharge Power (W) Max Charge Temp ( C ) Pulse Duration (sec) Max pulse C-rate Min voltage (V) Cost per kwh Nominal voltage (V) Nominal energy per cell (Wh) Max Discharge Temp ( C ) Min Charge Temp ( C ) Min discharge Temp (C) Pulse Power Density (W/kg) 16

15 Use of DNVGL in-house developed modelling and simulation tool to derive the best operational strategy (COSSMOS tool) Quantification of fuel savings Measurements of operational profile Modelling of different control strategies Comparison of alternatives Proposed operational strategies η η 17

16 The Diesel engine running at optimal load while the battery handles the dynamics Optimal Load, Reduced Transients, Regenerative Breaking Battery discharges when power demand is greater than the Diesel engine output: Battery charges when power demand is less than the Diesel engine output: Eirik Ovrum, DNV GL Strategic Research & Innovation 18

17 DP operation North Sea engine loads in bad weather kw 1

18 DP operation North Sea performance results - bad weather 2

19 Harbour and Standby 25-30% fuel savings 2

20 Reduced maintenance costs Reduced running hours for gen-sets Running gen-sets at stable high loads

21 Key findings from techno-economic analysis of battery systems Typical cost of battery package: 1000 $/kwh The most important factor for profitability of a hybrid installation is the capital costs of the battery itself It is possible to minimize the size (in kwh) of the battery This requires analysis of the operation of the hybrid ship The life of a battery is strongly dependent on factors like temperature, depth of discharge and charge/discharge rates, and the relative importance of these factors depend on the battery chemistry Important: Power vs. Energy High power, short time = cheap battery 23

22 DNV GL Rules for Battery Power DNVGL Rules Pt. 6, Ch. 23 Launched January 2012 Cover batteries other than Lead Acid and Nickel Cadmium Requirements for battery systems used for propulsion Requirements for certification of the batteries Rules Content: Design Principles for Battery Power Notation Arrangement and system design Batteries specific requirements Fire Safety Electrical Systems Control, Monitoring And Safety Systems Installation Requirements 24

23 Fresh from the Press : Proposed Rules for batteries in Dynamic Positioning systems (DP) Relevant for: DP systems where batteries are used as source of power to thruster and other thrust producing units Not Relevant for: Battery installations not used as a redundant source of power (only used e.g. for peak shaving, handling of dynamic responses in the power system, etc.) The DP system shall be designed such that the vessel can fulfil the relevant dynamic positioning class notation(s) requirements also without the batteries The vessel shall comply with rules for ships Pt.6 Ch.28 Battery Power and shall have the class notation BATTERY POWER Actual available battery energy must be determined and communicated to the DP control system for indication and monitoring purposes (battery with management system (BMS) and energy management systems (EMS)) Redundancy shall be based on connected batteries 25

24 Benefit case Design development for reducing total life cost SITUATION AND CRITICAL ISSUE Energy efficient design The ship owner asked DNV GL: We want to develop a game changer in our business, how may you help us? DNV GL SOLUTION Mapping of operational profile and system loads for all operating modes DNVGL supported in developing conceptual arrangements; from pure standard design to highly novel including hybrid and battery propulsion Modelling of total system performance including fuel consumption Calculating complete system investment and operational costs Total costs for all concepts developed Holistic approach; hull, hydrodynamics, propulsion, machinery and ship systems modelled together to show total concepts. System focus rather than traditional component and equipment specific One-stop-shopping: Broad multi-disciplinary competence Early design appraisal, ensuring the concepts developed are adhering to class and statutory requirements VALUE DELIVERED Picture Courtesy of ABB Confidence that the most cost-efficient as well as operational optimal design is obtained Multidiscipline approach, enforced by the broad discipline competence offered by DNVGL engineers Decision making based on well informed basis, with defined stage-gates for decision making Input for the outline specification, improving precision and reducing later costs for change orders and ambiguity For more information please contact DNVGL Maritime Advisory 27 MA services and benefit cases 09/03/2015

25 Step 3 Step 2 Step 1 The Technology Qualification Process Qualification Work Process Project milestones DNV deliverables Qualification Basis Technology Assessment Threat Assessment TA TECHNICAL REPORT Technology Assessment Report DET NORSKE VERITAS Statement of Feasibility Develop Qualification Plan Execute Qualification Plan TQP TECHNICAL REPORT Technology Qualification Plan Statement of Endorsement Performance Assessment Technology Deployment New Tech. TQ? Yes No Fall Back DET NORSKE VERITAS TECHNICAL REPORT Technology Qualification Report DET NORSKE VERITAS Statement of Fitness for Service 28

26 Maritim næring er viktig for Norge Global og kompetansebasert ansatte Eksportnæring 29

27 Hvorfor Grønt kystfartsprogram, LNG- og batteridrift? Skip gir store utslipp og har store drivstoffkostnader Disse kan reduseres ved bruk av LNG og/eller store batterisystemer LNG- og batteridrift vil tas i bruk i en vesentlig del av verdensflåten i fremtiden Dette gir unike miljømessige og næringsmessige muligheter for Norge 30

28 Grønt kystfartsprogram - målsetning Vi har en visjon om at Norge skal etablere verdens mest effektive og miljøvennlige kystfart drevet helt eller delvis med batterier, LNG eller andre miljøvennlige drivstoff Dette krever et felles løft på tvers av bransjer og statlige etater, og det vil bidra til å oppfylle nasjonale og globale klimamål redusere helse- og miljøskadelig luftforurensing skape grønne arbeidsplasser og innovative, konkurransedyktige teknologier og tjenester gi store eksportmuligheter for norsk maritim næring, energisektoren og leverandørindustrien virkeliggjøre regjeringens og Stortingets miljøambisjoner og skape lønnsomme, varige utslippskutt gjøre Norge til verdensleder innen grønn kystfart og skape internasjonal oppmerksomhet 31

29 Insert your own text here Grønt kystfartsprogram tidslinje og signifikante aktiviteter Prosjektfaser Forløpere til Programmet Fase 1 Vurdere potensialet for batteri og gass - basert transport i Norge Fase 2 Evaluere business caser Fase 3 Utvikle implementerings plan Fase 4 Implementere Tidslinje XX Pilotering Batteripilotprosjekter Verifisering av piloter LNG-prosjekter Landstrømprosjekter Full implementering LNG LNG Andre teknologier Ampére Batteriferge Bergen havn GodsFergen? Flytende Lab?? ReVolt? Landstrøm 32

30 DNV GL Battery Course Why battery systems in the maritime sector? Battery basics with focus on Li-ion technology Main factors for a safe and cost effective battery system Class requirements for battery systems as a part of propulsion Risk analyses Technical, economic and environmental related analyses Incentives and financial support in Norway Contact: Narve Mjøs, DNV GL [email protected] Mob:

31 Thank You! Tomas Tronstad Mob: SAFER, SMARTER, GREENER 35