Integrating renewable energy technologies to reduce large ship fule consumption ben gully - may 2010

Renewable Technology Analysis to Decrease Large Ship Fuel Consumption

ASME ES2010-90294Benjamin H. Gully, MSME

Dr. Michael E. Webber, Dr. Carolyn C. SeepersadRichard C. Thompson, MSME

Center for ElectromechanicsWebber Energy Group

May 19, 2010

Ben GullyASME ES2010 - 2

May 19, 2010

The Marine Transportation Industry Has a Substantial Environmental Footprint

• 90% of world’s freight is transported by ship

• 500 MMT of fuel consumed annually– 30-100 times the sulfur content of land-use

diesel– Other pollutants such as NOx and PM

• 645 MMT of CO2 emitted annually

• 10% savings in fuel represents ~$400,000 annually


May 19, 2010

Interest In Reducing Energy Consumption Has Spurred Many Conceptual Designs

Wallenius WilhelmsenE/S Orcelle Nippon Yusen KK (NYK)

Super Eco Ship

SolarSailor, Soliloquy


May 19, 2010

Designs Have Many Concepts in Common

• Concepts all focus on Zero Emissions (Zemship)– Radical designs call for hydrogen fuel cells

• Utilize Wind and Solar– Controllable rigid wing sails– Photovoltaic panels– Rigid wing sails with photovoltaic panels

• Wind and solar decrease power demand, hydrogen replaces ‘fossil dependency’ or alleviates emissions


May 19, 2010

Existing Efforts Focus on Redesign of Entire Ship and Technology Development

• Purpose here is to develop simulation to compare conservation potential of technologies

– Calculate energy savings

• Can also be considered a retrofit potential analysis

• Large (~100m) passenger ship application


May 19, 2010

Presentation Outline

• Rigid wing sail system definition

• Solar power system definition

• Simulation results of integration

• Energy storage system potential


May 19, 2010

Sail Propulsion System


May 19, 2010

Sails Operate By Producing Aerodynamic Lift and Drag

• Forward propulsion coefficient, Cx, function of lift and drag (CL, CD)

– Sail position, α, adjusted to maximize Cx

– Function of wind angle

• Leeway produced by CY

– Assume negligible due to ship size, hull design

– Proposed fin designs can provide function of keel


May 19, 2010

Rigid Wing Sail Design Selection

• Comparison analysis performed by Fiorentino [1985]

Shape Description

A Curved thin plate, with f/c = 1/6.66

B NACA Profile 0018

C NACA Profiles 0012 and 0015

D NACA Profile 0018 with 30% flap

E Square Fabric Sail


May 19, 2010

Best Performing Aerofoil Design is NACA 0018

• NACA 0018 produces max lift

– Symmetric profile– Good allowance for

internal mast support

• Flap increases lift 18-24%

[Fiorentino, 1985]


May 19, 2010

Forward Propulsion Data Resolved As Function of Wind Angle

Angle of incidence, ψ

Cx for single sail

5 0.006

15 0.137

25 0.368

35 0.688

45 1.018

55 1.317

… …

105 2.077

… …

155 1.353

165 1.188

175 1.195

[Smulders, 1985]

,


May 19, 2010

Forward Propulsion Data Resolved As Function of Wind Angle

Angle of incidence, ψ

Cx for single sail

5 0.006

15 0.137

25 0.368

35 0.688

45 1.018

55 1.317

… …

105 2.077

… …

155 1.353

165 1.188

175 1.195

[Smulders, 1985]

,

ηprop = 0.68ηmotor = 0.9ηPEconv = 0.9


May 19, 2010

PV Solar Power System


May 19, 2010

DOE Technology Comparison Suggests Wafer Silicon Panel – Assumed 18% Efficiency

Present Status, 2007 Expected Performance, 2015

Technology Available Efficiency (%)

Experimental Efficiency (%)

Available Efficiency (%)

Experimental Efficiency (%)

Wafer silicon 12-18 25 15-21 27

a-Si-Based Thin-Film

5-8 13 10-13 15

c-Si Film 5-6 10 13-16 16-18

Cadmium Telluride

9 16.5 13 18-20

Copper Indium Gallium Diselenide

5-11 19.5 10-15 21-23

Organic Photovoltaic

N/A 5.2 N/A 12

Sensitized Solar Cells

N/A 11 N/A 16


May 19, 2010

Solar Panel Efficiency is Also a Function of Incidence Angle

• Efficiency is 100% when incidence is perpendicular– Phorizontal = Pirr(cosθ)

– Pvertical = Pirr(1-cosθ)

– θ is a function of time of day, 90° at noon– Negative regions truncated to zero

• Assumed power electronics efficiency of 95%


May 19, 2010

Simulation


May 19, 2010

Load Cycle Data Taken From a Notional Yacht Configuration

Mode Power

Requirement (kW)

Average Percent of Annual Time

(%)

1 365.4 10

2 705.7 10

3 1765.0 1

4 5207.6 4

5 3107.6 25

6 2086.4 5

7 2743.4 5

8 3147.0 15

9 2373.0 25


May 19, 2010

Area Available for Renewable Energy Systems Was Liberally Estimated

• Rigid Wing Sails– 2 ˣ 500 m2

• PV Solar Panels– 1070 m2 horizontal surface– 540 m2 vertical surface– 800 m2 on sails

• 80% of sail area, limited to one side at a time


May 19, 2010

Simulation Parameter Definition: Ship Power System and Wind/Solar Profile

• Original ship power system consists of 4 gensets– Gensets are cycled on and off to meet power

demand– 4 Caterpillar 3516B units

• 2 ˣ 1180 kW• 2 ˣ 1600 kW

• Environmental conditions taken from 2008 buoy data– Wind speed and direction 150 NM from coast of

Cape Hatteras, NC– Solar irradiance similarly located off Cape May, NJ– NDBC.com


May 19, 2010

Simulation Shows Significant Fuel Savings of 18%

• Base consumption without wind/solar: 5195 m3/yr

• Fuel Consumption with wind/solar: 4262 m3/yr– 18% reduction

• Integrating power generation of each source shows small contribution of solar energy


May 19, 2010

Solar Power Suffers Greatly From Intermittency


May 19, 2010

Studying Cx Behavior Shows Opportunity for Increased Performance


May 19, 2010

Utilized Wind Power is Limited To Propulsion


May 19, 2010

Hybrid Energy Storage System Benefit is Minimal

Fuel consumption reduced to 4176 m2/yr – 2% savings

[Gully 2009]


May 19, 2010

Load Leveling Function of Energy Storage System Has Potential Emissions Benefit

• NOx Emissions from a conventional V8 diesel versus one with a hybrid powertrain [Filipi 2006]


May 19, 2010

Results and Future Work

• Solar power is only able to produce minimal benefit relative to the large power demands of ocean-going vessels

• Wind power produces significant savings– Investigate alternative sail technologies– Potential for additional benefit of route selection

• Energy storage as a hybrid device produces minimal increase in efficiency

– May have benefit for emissions reduction


May 19, 2010

Thank You

Questions?


May 19, 2010

References

Department of Energy, “Multi-Year Program Plan 2008-2012,” Solar Energy Technologies Program, April 15 2008.

Filipi, Z., “Engine-in-the-Loop Testing for Evaluating Hybrid Propulsion Concepts and Transient Emissions – HMMWV Case Study” 01-0443, SAE 2006.

Fiorentino, L., et al. “Proposal of a Sail System or the Propulsion of a 25,000 DWT Bulk-Carrier,” Proceedings of the International Symposium on Windship Technology, Southhampton, U.K., April 24-25, 1985.

Gully, B., Webber, M., Seepersad, C., and Thompson, R., “Energy Storage Analysis to Increase Large Ship Fuel Efficiency,” Proceedings of the ASME 3rd International Conference on Energy Sustainability, San Francisco, CA, 2009.

Smulders, F., “Exposition of Calculation Methods to Analyse Wind-Propulsion on Cargo Ships” Proceedings of the International Symposium on Windship Technology, Southhampton, U.K., April 24-25, 1985.


May 19, 2010

Supplemental Slides


May 19, 2010

Reducing Genset Resolution Produces Same Relative Benefit of ESS

GensetsBase Fuel

Consumption (m3)

Fuel Consumption with ESS

(m3)

% Benefit

4 2 x 11802 x 1600

5195 5102 1.7

3 2 x 11801 x 1600

3641 3567 2

2 1 x 11801 x 1600

2655 2643 0.4


May 19, 2010

Additional Simulation Parameters of Note

• Ship direction selected arbitrarily as 10° East of North

• Average solar power produced was equivalent to 15.7kW


May 19, 2010

Fiorentino Fin Design as Keel Alternative