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Diesel-electric propulsion concepts, 09.10.

2007 1

Diesel-electric propulsion concepts

F. Oberhokamp, Research and Development


Hamburg, 09.10.2007
A company of
ThyssenKrupp
Technologies

ThyssenKrupp Marine Systems


Surface Vessel Division

ThyssenKrupp

How to match environmental and economical


challenges ?

Diesel-electric propulsion concepts, 09.10.2007 2

Topics
Diesel electric propulsion concepts vs. diesel mechanical
configuration
Efficiency for different load ranges incl. economical
advantages
Engine room area, weight aspects, spares and maintenance
cost

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ThyssenKrupp

Application of simulation technology

Diesel-electric propulsion concepts, 09.10.2007 3

Diesel-electric propulsion concepts vs. diesel mechanical configuration


Power flow and power efficiency - A simplified
consideration
Pfuel

diesel

gearbox

Pout

shaft

100 % rated load

P=8000 kW

0.42

0.98

Diesel-mechanical
configuration at full load
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0.99

Pout = Pfuel = 0.40 Pfuel

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ThyssenKrupp

gearbox

Running at
full load

Diesel-electric propulsion concepts, 09.10.2007 4

Diesel-electric propulsion concepts vs. diesel mechanical configuration


Power flow and power efficiency - A simplified
consideration
diesel

transformer converter motor

Pout

100 % rated load

Running at
full load

G1
P=4000 kW

Running at
full load

AC busbar

P=4000 kW

G2
0.42

0.95

Diesel-electric
configuration at full load
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Technologies

shaft

0.99

0.99

0.98

Pout = Pfuel = 0.36 Pfuel

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0.97

0.99

ThyssenKrupp

Pfuel

generator busbar

Diesel-electric propulsion concepts, 09.10.2007 5

Diesel-electric propulsion concepts vs. diesel mechanical configuration


Power flow and power efficiency - A simplified
consideration
diesel

gearbox

Pout

shaft

25 % rated load

P=8000 kW

gearbox

Running at
25 % part
load

0.25

0.98

Diesel-mechanical
configuration at part load
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Technologies

0.99

Pout = Pfuel = 0.24 Pfuel

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Pfuel

Diesel-electric propulsion concepts, 09.10.2007 6

Diesel-electric propulsion concepts vs. diesel mechanical configuration


Power flow and power efficiency - A simplified
consideration
diesel

transformer converter motor

P=4000 kW

G2
0.37

Diesel-electric
configuration at part
load
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Technologies

AC busbar

G1

Switched
off

Pout

25 % rated load

P=4000 kW
Running at
50 % part
load

shaft

0.95

0.99

0.99

0.98

Pout = Pfuel = 0.31 Pfuel

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0.97

0.99

ThyssenKrupp

Pfuel

generator busbar

Diesel-electric propulsion concepts, 09.10.2007 7

Diesel-electric propulsion concepts vs. diesel mechanical configuration


Power flow and power efficiency - A simplified
consideration
diesel

gearbox

Pout

shaft

25 % rated load

P=4000 kW

gearbox

Running at
50 % part
load
P=4000 kW
Switched
off
0.37

0.98

Diesel-mechanical
configuration at part load
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0.99

Pout = Pfuel = 0.35 Pfuel

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Pfuel

Diesel-electric propulsion concepts, 09.10.2007 8

Power efficiency - A short summary


at 100 % full load conditions

gearbox

G1

G2

= 0.40

Diesel-electric
configuration
AC busbar

Diesel-mechanical
configuration

= 0.36

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G2

= 0.24

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AC busbar

G1

= 0.31

ThyssenKrupp

= 0.35

gearbox

gearbox

at 25 % part load conditions

Diesel-electric propulsion concepts, 09.10.2007 9

Questions
At this restricted consideration the diesel-electric propulsion
system has a smaller efficiency than the diesel mechanical
configuration
Is it right to look only on the power train system ?
What about the consideration of the electric power generation ?
Obviously its also important to consider the load distribution of
prime movers !

Consideration of the total system behavior


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New approach

Diesel-electric propulsion concepts, 09.10.2007 10

Total system consideration - power train and electric power


Pinst = 4 x 9100
generation
at 100 % full load
gearbox

kW

Running at
full load

= 0.40

gearbox

Pmech = 2 x 17,5
MW

Pinst = 4 x 2080 kW

G2
G3

Pel = 7
MW

G4
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= 0.39
ThyssenKrupp

Running at
full load

AC busbar

G1

Diesel-electric propulsion concepts, 09.10.2007 11

Total system consideration - power train and electric power


Pinst = 4 x 9100
generation
at 12,5 % part
kW

gearbox

load for power


train

Running at 25 %
part load

= 0.24

gearbox

Pmech = 2 x 2,2 MW

Pinst = 4 x 2080 kW

G2
G3

Pel = 7
MW

G4
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= 0.39
ThyssenKrupp

Running at
full load

AC busbar

G1

Diesel-electric propulsion concepts, 09.10.2007 12

Total system consideration - power train and electric power


generation
at 100 % full load
0.42

0.95 0.99

0.99

0.98 0.97 0.99

for power train

G1
M
G2

Running at 86
% part load
G4

G5
M
G6
Pinst = 6 x 9100
kW
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Pel = 7
MW

ThyssenKrupp

G3

AC busbar

Pmech = 2 x 17,5
MW

Diesel-electric propulsion concepts, 09.10.2007 13

Total system consideration - power train and electric power


generation
at 12,5 % part
0.40

0.95 0.99

0.98

0.97 0.90 0.99

load for power


train

G1
Running at 70
% part load

M
G2

Pmech = 2 x 2,2 MW

G4

G5

Pel = 7
MW

M
G6
Pinst = 6 x 9100
kW
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Its only a small difference between the


full load and part load conditions

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G3

AC busbar

Diesel-electric propulsion concepts, 09.10.2007 14

Efficiency of prime movers diesel electric compared to diesel


mechanical
Optimal efficiency
range of prime
movers

Diesel electric propulsion


45

Efficiency [%]

40
35

Diesel mechanical propulsion

30
25
20
15
10

25

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50

75

100 [%]

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Propulsion
power

ThyssenKrupp

Diesel-electric propulsion concepts, 09.10.2007 15

Engine room area, weight aspects, spare and maintenance cost by


comparison
Required engine room area

120
+5%

[%]
120

110

110

100

100

90

90

80

80

70

70

60

60

50

50

40

40

Diesel - mechanical

Diesel - electric

Machinery weight
+ 11 %

Diesel - mechanical

Values for orientation based on investigation


results
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Diesel - electric

ThyssenKrupp

[%]

Diesel-electric propulsion concepts, 09.10.2007 16

Engine room area, weight aspects, spare and maintenance cost by


comparison
Spares cost

120
- 10
%

110

[%]
120

100

90

90

80

80

70

70

60

60

50

50

40

40

Diesel - electric

- 15 %

110

100

Diesel - mechanical

Maintenance cost

Diesel - mechanical

Values for orientation based on investigation


results
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Diesel - electric

ThyssenKrupp

[%]

Diesel-electric propulsion concepts, 09.10.2007 17

Fuel consumption and greenhouse gas emissions by comparison


Fuel consumption

[%]

NOx , CO , CO2 , HC
reduction
- 5-15 %

120

120
- 5-15
%

110

110

100

100

90

90

80

80

70

70

60

60

50

50

40

40

Diesel - mechanical

Diesel - electric

Diesel - mechanical

Values for orientation based on investigation


results
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Diesel - electric

ThyssenKrupp

[%]

Diesel-electric propulsion concepts, 09.10.2007 18

Exhaust concentrations during part load conditions by comparison


10 [%/kgExhaust]

NOx

26

18

24

16

22

14

20

12

18

10

16

14

12

10

25

50

75

100 [%]

25

Part load

HC

50

Part load

Values for orientation based on measurement results at a (MDO) diesel


engine
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75

100 [%]

ThyssenKrupp

10-2 [%/kgExhaust]

Optimum operation
range
-3

Diesel-electric propulsion concepts, 09.10.2007 19

Power demand characteristics of diesel electric propulsion


systems
100

Power demand ordered by


size

Common diesel electric propulsion


system

90

G1
M
G2

70
60

G3

50
40

AC busbar

G4

30
20

G5

10

20

40

60

80

100 [%]

Time of operation at sea


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Diesel mechanical
configuration has economical
advantages for this load profile

ThyssenKrupp

Power demand [%]

80

Diesel-electric propulsion concepts, 09.10.2007 20

Power demand characteristics of diesel electric propulsion


systems
100

Power demand ordered by


size

CODLAGSystem

90

G1
M
Peak load only
for power train

G2

60
G3

50
40

Gearbox

70

AC busbar

G4

30
20

10

20

40

60

80

100 [%]

Time of operation at sea


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Power demand [%]

80

Diesel-electric propulsion concepts, 09.10.2007 21

Potential options for the power train of an diesel electric ship


Power Generation
Prime movers

Power Conditioning and Distribution

Generators

Transformers

Converters

G1
PWM

Synchronous / Sep.
Exciter
Ship Services

Synchronous / PM
Exciter
Diesel engine

G3

AC busbar

G2

Synchro

Rectifier
HTS1
Cyclo

G4
Homopolar

PMS2
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Propulsion

Inverter

High Temperature Superconductors - HTS

Power Management System

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Fuel cells

Diesel-electric propulsion concepts, 09.10.2007 22

Potential options for the power train of an diesel electric ship


Power Conversion

Power Consumption

Motors

Loads
HVAC

M1

Hotel services

Induction

Pumps

M2

Ship Services

Synchronous / Sep.
Exciter

M3
Synchronous / PM
Exciter

Gear

M4
Gas turbine

M5
Podded or non-podded Propulsion
Homopolar
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HTS

Diesel-electric propulsion concepts, 09.10.2007 23

Application of simulation technology - use of model based


design
System studies in order to achieve safe, optimal and reliable
operations:
Load flow calculations
Short circuit calculations
Harmonic analysis
Voltage drop calculations

Transient analysis of ship power train

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Transient analysis of network behavior after disturbance

Diesel-electric propulsion concepts, 09.10.2007 24

Application of simulation technology engineering


problems
Disturbance
Which variables
at the interfaces

are of main interest ?


mechanic
electronic

thermodynamic
control

hydraulic

electromagnetic

Distributed eigenvalues

Mean value model

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Simulation

ThyssenKrupp

(stiff complex
systems)

Model reduction
to avoid stiff systems

Diesel-electric propulsion concepts, 09.10.2007 25

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Application of simulation technology - Model based


design approach with MATLAB / Simulink

Diesel-electric propulsion concepts, 09.10.2007 26

Application of simulation technology selected


examples
Developed component models
at different levels of
complexity:
Diesel engine

S = 2743 kVA
60 Hz

Generator

6600 V
60 Hz

6600 V
60 Hz

AVR (exciter)

HV

HV

Busbar
Speed and torque control
Motor drives

UV
440 V
60 Hz

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Auxiliary drive
Motor drive

Power Management

Motor drive

UV
440 V
60 Hz

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Active / reactive load


model

ThyssenKrupp

Diesel-electric propulsion concepts, 09.10.2007 27

Application of simulation technology selected


examples
M

AC motor drive
3 ... 6 MW

SSS clutch
Multi disc
clutch

Developed component models


at different levels of
complexity:
Two shaft gas turbine
Gears
Clutches
Propeller shaft
Propeller with pitch hydraulic

GT
SSS clutch

Ship resistance

Switch logic
Gas turbine
20 MW

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Control

Diesel-electric propulsion concepts, 09.10.2007 28

Some mathematical equations in state space description


0 1

1 0
0 D

1 0
0 1

synchronous
machine

ud
rges
u = x
q ref ges

ud cos 1 sin 1 rges


u = sin
x

cos

q
1
1
1
ges
M

& qs Rs
& 0
ds =
& qr 0
&
dr 0

xges id

rges iq ges
T

busbar

ud cos n
u = sin
n
q n

x ges id

rges iq ges
xges id

rges iq

sin n rges

cos n x ges
T

id Ld
i =
q 0

1
& q n 0
0
d
n


& d 0 n 0
q n
+ 0
+ 0 0
0
D

0
Q 0
0 0
0 0 1T
0

e
e

ges

1
0
i
d L
+ d
R
iq 0
Lq

+
0

Rs

0
0

Rr
0

0 qs
Lm ds

0 Lr 0 qr

Lm 0 Lr dr
0
qs uqs
u
0
ds + ds ,
( r ) qr 0

0
dr 0

0 Ls
0 0

0 Lm

Rr 0

0
Ls

Lm
0

asynchronous

0
machine
0
0
0
0

( r )

Lq

p r iq
0

Ld
u d
+

1 u q Ld
Pm p r

+
r
d
L
Ld
Lq
q

permanent magnet synchronous


machine

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0
u
0 d
u
0 q
u
0 e
&
0

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& d n rs 0
0
0
0
d
0
1
&

0
0
0
0
q
0
q 0 n rs
& = 0
0 1 TD
0
0 (1 D ) d
0
1
D

1 TQ
(1 Q ) q 0
0
0
0
0
& Q 0
0

1 Te (1 e ) d
e
0
0
0
0
& e

Diesel-electric propulsion concepts, 09.10.2007 29

Phasor diagram for a multi-machine system


busbar voltage

i q ges

qref
[Im]

i q ref
u ref
i di

ud
rges
=
u

q ref x ges

qi

i qi

xges id

rges iq ges
T

Power angle between


reference generator and
generator i

M
ud cos n
u = sin
n
q n

ii

i d ref

x ges id

rges iq ges

ud cos 1 sin 1 rges

u = sin
cos 1 xges
1
q 1
sin n rges

cos n x ges
T

xges id

rges iq

ges

i ref

i d ges

di
i ges

busbar current

[Re]

id
id
cos 1
i = i + sin
1
q ges q ref
cos n
+
sin n

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sin 1 id cos 2

+
cos 1 iq 1 sin 2
sin n id

cos n iq n

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sin 2 id

+L
cos 2 iq 2

ThyssenKrupp

dref

Diesel-electric propulsion concepts, 09.10.2007 30

Diesel engine model for transient system behavior


Inlet

Outlet
Inertia
turbocharger

Turbine
with bypass

Compressor

Cylinder

Crank shaft

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Exhaust
manifold
Injection
system

ECU
Electronic
control unit

Flywheel

ThyssenKrupp

Intake
manifold

Coupling between
air and exhaust
system is very
important for
frequency stability

Diesel-electric propulsion concepts, 09.10.2007 31

Twin shaft gas turbine model


m_dot_in

em

m_dot / theta
[m_dot_nd_turb]

T_in
m_dot_out

T_beh

p_beh
Q_dot

T_Abg
2

T_beh

T_in

T_Wand

m_dot_out

1
m_dot_in

cp

theta_umg

R_gas/(V_sys*(cp-R_gas))

m_dot_out

(cp-R_gas)

p_beh

cv

1
s
t_Abg

Q_dot

T_umg

T_W
1
T _beh

m_dot_in

1
T_in

T h y s s e n K r u p p M a r in e S y s t e m s
5

Q_dot

p_beh

T_beh

Third-level

T w in s h a ft g a s tu r b in e

p / theta

m_dot_out

Q_dot

p_Abg

Second-level

M e c h a n ic a l
lo a d

O u tp u t

In p u t
In e r t ia
H P -Tu r b

In e r t ia
LP -Tu r b
HP
T u r b in e

R e c e iv e r

LP
T u r b in e

Co mp re sso r

g a s t u r b in e
c o n tro l

-K -

1
n _ t u rb /M _ tu rb

S p e e d re fe re n c e

G a in3

Top-level of simulation model


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F u e ls ys t e m

C o m b u s t io n
chambe r

Diesel-electric propulsion concepts, 09.10.2007 32

Permanent-magnet synchronous motor drive with


control
A medium voltage
control unit for
motor drives

Speed Controller
N

Torque*

VECT
Torque*

1
SP

N*

Ctrl

3
Ctrl

gates

<Rotor speed wm (rad/s)>


<Rotor angle thetam (rad)>

teta
I_abc

Braking chopper
A
3
C

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2
B

V L+

B
C

Meas.
V+

Rectifier

V L-

V-

2
Conv.

+
-

g
A

Ta

Tb

Tc

Inverter

I_abc
Mta
Mtb
Mtc

Mec_T
2

Measures

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PM SM
Tm
A
B
C

1
Motor

ThyssenKrupp

Diesel-electric propulsion concepts, 09.10.2007 33

Busbar with diesel engines, generators and electrical loads


In1

em

Gen_1

In2

p/q_ges

Out1

Load modul for 4 generators


switched on busbar

f(u)

Re(u)
I_ges

In3

Fcn

1
Im(u)

ud/uq Ref
Px

In1

em

Out1

Gen_2

5
I_Gen_2

em
Qx

Px/Qx[pu]

In2

phi^T delta_2

Out1

Gen_3

phi^T
delta_3

em

Out1

Gen_4

I_Gen_4

In2

Third-level

phi^T delta_4
In3

id_ges/iq_ges

id_ges/i_q_ges

phi^T
delta_4

Gen_2

phi^T delta_2

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gen_2

Gen_3

phi^T delta_3

Gen_4

phi^T delta_4

Voltage
Generator 2

id/iq/delta
Gen_3
4

ud_2/uq_2

psi^T delta2

id/iq/delta
Gen_2

In1

Gen_1

id/iq/delta
Gen_1

phi^T delta_3

Voltage
Generator 1

G
I_Gen_3

gen_1

id_ges/i_q_ges
Qs

Matrix Z

In2

In3

ud_1/uq_1

em

Ps/Qs[pu]

phi^T
delta_2

In1

em

Matrix Z

Ps

In3

u sammel

id_ges/iq_ges

Complex to
Real-Imag

Z
id_ges/i_q_ges

ud_3/uq_3

gen_3

psi^T delta3

id/iq/delta
Gen_4

T otal current

Voltage
Generator 3

f _sammel [pu]
Z

M ot 1

M ot 2

M ot 3

M ot 4

f [pu]
Frequency on
busbar

id_ges/i_q_ges

ud_4/uq_4

gen_4

psi^T delta4

Voltage
Generator 4

In1
In2
In3

Ge n 2

Ge n 3

M
Ge n 4

Load angles

b u sbar 6,6 kV , 60 H z

Top-level of simulation
model
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hote l
loa d

Second-level

e le c tric a l
drive s

ThyssenKrupp

MGe n 1

Diesel-electric propulsion concepts, 09.10.2007 34

Clutch maneuver simulation of electric motor drive

maximum peak of stator current


M

AC motor
drive

electromagnetic torque
M

SSS clutch

GT
SSS
clutch

shaft speed
Gas turbine
20 MW

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rotor speed

torque ripple in
consequence of
hysteresis modulation

Multi
disc
clutch

Diesel-electric propulsion concepts, 09.10.2007 35

Clutch maneuver simulation with propeller pitch adjustment

stator current at load~increase

AC motor
drive

electromagnetic torque

SSS clutch
Multi
disc
clutch

resulting torque
from motor
reference signal
from speed
control

rotor and
shaft
speed

GT
SSS
clutch
Gas turbine
20 MW

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Diesel-electric propulsion concepts, 09.10.2007 36

Electric motor drive acceleration and busbar load


Busbar 6.6 kV, 60 Hz
Reduced models for long
time system behavior are
used

Motor drive and shaft


speed

AC motor
drive
SSS clutch

~
Active and
mechanical power

Smooth speed
increase to
reduce load
peaks

GT
SSS
clutch
Gas turbine
20 MW

A company of
ThyssenKrupp
Technologies

ThyssenKrupp Marine Systems


Surface Vessel Division

ThyssenKrupp

Multi
disc
clutch

Diesel-electric propulsion concepts, 09.10.2007 37

Malfunction of one generator


Active power for each
generator
4

Frequency on
1 busbar

S = 2743 kVA
60 Hz

6600 V
60 Hz

6600 V
60 Hz

HV

HV

Suddenly
disconnection under
load of generator 4
at t = 280 s
A company of
ThyssenKrupp
Technologies

UV

440 V
60 Hz

ThyssenKrupp Marine Systems


Surface Vessel Division

~
M

UV
440 V
60 Hz

ThyssenKrupp

Diesel-electric propulsion concepts, 09.10.2007 38

Why is simulation so important ?


Some applications:
To understand and predict system dynamics
Concept tradeoffs for marine propulsion
systems
Validate machinery selection
Control algorithm synthesis and analysis
Problem isolation and correction

A company of
ThyssenKrupp
Technologies

ThyssenKrupp Marine Systems


Surface Vessel Division

ThyssenKrupp

Sea trial support

Diesel-electric propulsion concepts, 09.10.2007 39

Diesel-electric propulsion concepts vs. diesel mechanical configuration a short summary


Main advantages of diesel-electric propulsion
Improved life cycle cost by reduced fuel consumption and maintenance
The possibility to optimize loading of prime movers
Application of light high or medium speed diesel engines
Flexible utilization of the on-board space
Flexibility in location of thrusters (supplied with electric power with cables)
Less propulsion noise and vibrations
and some disadvantages

prime mover and propeller


Increased transmission losses at full load compared to diesel mechanical
propulsion
A company of
ThyssenKrupp
Technologies

ThyssenKrupp Marine Systems


Surface Vessel Division

ThyssenKrupp

Light increase of investment costs through additional components between

Diesel-electric propulsion concepts, 09.10.2007 40

Diesel-electric propulsion concepts vs. diesel mechanical configuration a short summary


What is furthermore important to increase the economical and efficiency
advantages

Consideration of total system (both electric power generation and power train)
Waste heat utilization and waste heat recovery
Total energy management and control
Consideration of system interactions and dynamics by means of system simulation
tools
Development of future power generation plant with combined systems consisting of

A company of
ThyssenKrupp
Technologies

ThyssenKrupp Marine Systems


Surface Vessel Division

ThyssenKrupp

diesel engines, gas turbine with high efficiency and fuel-cells

Diesel-electric propulsion concepts, 09.10.2007 41

Diesel-electric propulsion concepts

Many thanks for your attention


A company of
ThyssenKrupp
Technologies

ThyssenKrupp Marine Systems


Surface Vessel Division

ThyssenKrupp

How to match environment and economical


challenges ?

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