Diesel-Electric Propulsion Concepts PDF

Diesel-electric propulsion concepts, 09.10.
2007 1
Diesel-electric propulsion concepts
How to match environmental and economical

challenges ?
ThyssenKrupp
F. Oberhokamp, Research and Development
Hamburg, 09.10.2007
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Technologies
ThyssenKrupp Marine Systems
Surface Vessel Division
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
• Application of simulation technology
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Diesel-electric propulsion concepts vs. diesel mechanical configuration

Power flow and power efficiency - A simplified
consideration
gearbox shaft Pout

Pfuel diesel
100 % rated load

P=8000 kW
Running at
full load
gearbox
η≈0.42 η≈0.98 η≈0.99
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Diesel-mechanical
Pout = η · Pfuel = 0.40 · Pfuel
configuration at full load
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consideration
shaft Pout
generator busbar transformer converter motor
Pfuel diesel
100 % rated load

P=4000 kW
Running at
full load G1
P=4000 kW AC busbar
M
Running at
full load G2
η≈0.42 η≈0.95 η≈0.99 η≈0.99 η≈0.98 η≈0.97 η≈0.99
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Diesel-electric
configuration at full load Pout = η · Pfuel = 0.36 · Pfuel
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consideration
gearbox shaft Pout

Pfuel diesel
25 % rated load
P=8000 kW
Running at
25 % part
load
gearbox
η≈0.25 η≈0.98 η≈0.99
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Diesel-mechanical
configuration at part load
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consideration
shaft Pout
generator busbar transformer converter motor
Pfuel diesel
25 % rated load
P=4000 kW
Running at
50 % part G1
AC busbar
load
P=4000 kW M
Switched
G2
off
η≈0.37 η≈0.95 η≈0.99 η≈0.99 η≈0.98 η≈0.97 η≈0.99
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Diesel-electric
configuration at part
load
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consideration
gearbox shaft Pout

Pfuel diesel
25 % rated load
P=4000 kW
Running at
50 % part
load
gearbox
P=4000 kW
Switched
off
η≈0.37 η≈0.98 η≈0.99
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Diesel-mechanical
configuration at part load
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Power efficiency - A short summary

Diesel-mechanical Diesel-electric
configuration at 100 % full load conditions configuration
G1
AC busbar
gearbox
M
G2
η = 0.40 η = 0.36
at 25 % part load conditions
G1
AC busbar
gearbox
gearbox
M
G2
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η = 0.35 η = 0.24 η = 0.31
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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 it’s also important to consider the load distribution of

prime movers !
New approach
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Consideration of the total system behavior
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Total system consideration - power train and electric power

generationPinst = 4 x 9100
at 100 % full load
kW
gearbox
Running at
full load Pmech = 2 x 17,5 η = 0.40
MW
gearbox
Pinst = 4 x 2080 kW
G1
AC busbar
Running at G2
Pel = 7 η = 0.39
full load
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G3 M MW
G4
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generationPinst = 4 x 9100
at 12,5 % part
kW
load for power
train
gearbox
Running at 25 %
part load Pmech = 2 x 2,2 MW η = 0.24
gearbox
Pinst = 4 x 2080 kW
G1
AC busbar
Running at G2
Pel = 7 η = 0.39
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full load
G3 M MW
G4
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generation at 100 % full load
η ≈ 0.42 0.95 0.99 0.99 0.98 0.97 0.99 for power train
G1
M
G2 Pmech = 2 x 17,5
MW
M
G3
AC busbar
Running at 86
% part load
G4
G5
Pel = 7
M MW
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G6
Pinst = 6 x 9100
kW
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generation at 12,5 % part
η ≈ 0.40 0.95 0.99 0.98 0.97 0.90 0.99 load for power
train
G1
Running at 70
M
% part load
G2 Pmech = 2 x 2,2 MW
M
G3
AC busbar
G4
G5
Pel = 7
M MW
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G6
It’s only a small difference between the

Pinst = 6 x 9100
full load and part load conditions
kW
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Efficiency of prime movers – diesel electric compared to diesel

mechanical
Optimal efficiency
range of prime Diesel electric propulsion
movers
45
40
35
Diesel mechanical propulsion
Efficiency [%]
30
25
20
15
10
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25 50 75 100 [%] Propulsion
power
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Engine room area, weight aspects, spare and maintenance cost by

comparison
[%] Required engine room area [%] Machinery weight
120 120
+5% + 11 %
110 110
100 100
90 90
80 80
70 70
60 60
50 50
40 40
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Diesel - mechanical Diesel - electric Diesel - mechanical Diesel - electric
Values for orientation based on investigation

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

comparison
[%] Spares cost [%] Maintenance cost
120 120
- 10 - 15 %
110 % 110
100 100
90 90
80 80
70 70
60 60
50 50
40 40
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results
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Fuel consumption and greenhouse gas emissions by comparison
[%] Fuel consumption [%] NOx , CO , CO2 , HC

120 120 reduction
- 5-15 - 5-15 %
110 % 110
100 100
90 90
80 80
70 70
60 60
50 50
40 40
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results
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Exhaust concentrations during part load conditions by comparison

Optimum operation
range
10-2 [%/kgExhaust] -3
10 [%/kgExhaust]
NOx HC
26 18
24 16
22 14
20 12
18 10
16 8
14 6
12 4
10 2
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25 50 75 100 [%] 25 50 75 100 [%]
Part load Part load
Values for orientation based on measurement results at a (MDO) diesel
engine
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Power demand characteristics of diesel electric propulsion

systems
Power demand ordered by Common diesel electric propulsion
100 size system
90 G1
M
80
Power demand [%]
70 G2
60
AC busbar
50 G3
M
40
30 G4
20
10 G5 M
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Diesel mechanical
20 40 60 80 100 [%] configuration has economical
Time of operation at sea advantages for this load profile
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Power demand characteristics of diesel electric propulsion

systems
Power demand ordered by CODLAG-
100 size System
90 G1
M
80
Peak load only
Power demand [%]
G2
Gearbox
70
for power train
AC busbar
60
50 G3
M
40
30 G4
20
10 M
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20 40 60 80 100 [%]
Time of operation at sea
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Potential options for the power train of an diesel electric ship

Power Generation Power Conditioning and Distribution
Prime movers Generators Transformers Converters
G1
PWM
Synchronous / Sep.
…
Exciter
G2 Ship Services
AC busbar
Synchronous / PM Synchro
Exciter
Diesel engine G3
Rectifier
HTS1
Cyclo
G4
Propulsion Inverter
Fuel cells Homopolar
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1 High Temperature Superconductors - HTS
PMS2
2 Power Management System
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Potential options for the power train of an diesel electric ship

Power Conversion Power Consumption
Motors Loads
M1 HVAC
Induction Hotel services
M2 Pumps
Synchronous / Sep. Ship Services

Exciter
M3
Synchronous / PM
Exciter
Gear
M4
Gas turbine
HTS
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M5
Podded or non-podded Propulsion
Homopolar
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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 network behavior after disturbance
• Transient analysis of ship power train
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Application of simulation technology – engineering

problems
Which variables Disturbance
are of main interest ? at the interfaces
mechanic
electronic
thermodynamic
control
hydraulic electromagnetic
Distributed eigenvalues
(“stiff “ complex
Model reduction
systems)
to avoid “stiff” systems
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Mean value model
Simulation
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Application of simulation technology - Model based

design approach with MATLAB / Simulink®
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Application of simulation technology – selected

examples
Developed component models

at different levels of
complexity:
S = 2743 kVA
•Diesel engine
60 Hz
•Generator
6600 V 6600 V
60 Hz 60 Hz •AVR (exciter)
HV HV
•Busbar
•Speed and torque control
•Motor drives
~ ~ ~ ~
~ ~ ~ ~ •Power Management
UV M M M M UV
•Active / reactive load
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440 V Auxiliary drive 440 V model
60 Hz Motor drive Motor drive 60 Hz
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Application of simulation technology – selected

examples
AC motor drive
M M
3 ... 6 MW
~ ~ Developed component models
at different levels of
SSS clutch complexity:
Multi disc
•Two shaft gas turbine
clutch
•Gears
•Clutches
•Propeller shaft
•Propeller with pitch hydraulic
GT
•Ship resistance
SSS clutch
•Control
•Switch logic
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Gas turbine
20 MW
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Some mathematical equations in state space description

⎛ψ& d ⎞ ⎛ ω n rs 0 −1 ⎛ψ ⎞ ⎛ ω ρψ & q ⎞ ⎛ωn 0
0 0 0 ⎞⎛ −κ d 0 1 0 1 ⎞ d 0 0⎞
⎟⎛u ⎞
n
⎜& ⎟ ⎜ ⎟ ⎜ ⎟ ⎜ ⎟ ⎜ ⎟ ⎜
⎜ψ q ⎟ ⎜ 0 ω n rs 0 0 0 ⎟⎜ 0 −κ q
synchronous
0 1 0 ⎟ ⎜ψ q ⎟ ⎜ −ω n ρψ
& d⎟ ⎜ 0 ωn 0 0⎟⎜ d ⎟
u
⎜ψ& ⎟ = ⎜ 0 0 − 1 TD 0 0 ⎟ ⎜ −(1 − σ D )κ d 0 1 0 μD ⎟ ⎜ψ ⎟ + ⎜ 0 ⎟+⎜ 0 0 0 0⎟⎜ q ⎟
⎜ D⎟ ⎜ ⎟⎜ ⎟ ⎜ D⎟ ⎜ ⎟ ⎜ ⎟⎜u ⎟
⎜ψ& Q ⎟ ⎜ 0 0 0 −1 TQ 0 ⎟⎜ 0 machine
−(1 − σ Q )κ q 0 1 0 ⎟ ⎜ψ Q ⎟ ⎜ 0 ⎟ ⎜ 0 0 0 0⎟⎜ e ⎟
⎝ ρ& ⎠
⎜ ⎟ ⎜ 0 ⎟ ⎜
−1 Te ⎠ ⎝ −(1 − σ e )κ d μe 0 1 ⎟⎠ ⎜ ⎟ ⎜0 ⎟ ⎜ 0 0 1T 0 ⎟⎠
⎝ψ& e ⎠ ⎝ 0 0 0 0 ⎝ψ e ⎠ ⎝ ⎠ ⎝ e
−1
⎡ψ& qs ⎤ ⎡ − Rs 0 0 0 ⎤ ⎡ Ls 0 Lm 0 ⎤ ⎡ψ qs ⎤
⎡ud ⎤ ⎡ rges − xges ⎤ ⎡id ⎤
⎢u ⎥ = ⎢ x ⋅
⎢ψ& ⎥ ⎢ 0 − Rs 0 0 ⎥ ⎢0 Ls 0 Lm ⎥ ⎢ψ ds ⎥
⎣ q ⎦ ref ⎣ ges rges ⎥⎦ ⎢⎣ iq ⎥⎦ ges ⎢ ds ⎥ = ⎢ ⎥⋅⎢ ⎥ ⋅⎢ ⎥
⎢ψ& qr ⎥ ⎢ 0 0 − Rr 0 ⎥ ⎢ Lm 0 Lr 0 ⎥ ⎢ψ qr ⎥
⎢& ⎥ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥
⎡ud ⎤ ⎡ cos Δδ1 − sin Δδ1 ⎤ ⎡ rges
⎢ u ⎥ = ⎢ sin Δδ ⎥ ⋅ ⎢x
T
− x ges ⎤ ⎡id ⎤
⋅ ⎣ψ dr ⎦ ⎣ 0 asynchronous
0 0 − Rr ⎦ ⎣ 0 Lm 0 Lr ⎦ ⎣ψ dr ⎦
⎣ ⎦1 ⎣
q cos Δ δ 1 ⎦ ⎣ ges rges ⎥⎦ ⎢⎣ iq ⎥⎦ ges ⎡0 −ω 0 0 ⎤ ⎡ψ qs ⎤ ⎡uqs ⎤
M
1
busbar ⎢ω 0 machine
0 0 ⎥ ⎢ψ ⎥ ⎢u ⎥
+⎢ ⎥ ⋅ ⎢ ds ⎥ + ⎢ ds ⎥ ,
⎡ud ⎤ ⎡ cos Δδ n − sin Δδ n ⎤ ⎡ rges
T
− xges ⎤ ⎡id ⎤ ⎢0 0 0 − (ω − ω r )⎥ ⎢ψ qr ⎥ ⎢ 0 ⎥
⎢ u ⎥ = ⎢ sin Δδ ⋅ ⋅ ⎢ ⎥ ⎢ ⎥ ⎢ ⎥
cos Δδ n ⎥⎦ ⎢⎣ x ges rges ⎦⎥ ⎣⎢ iq ⎦⎥ ⎣0 0 (ω − ω r ) 0 ⎦ ⎣ψ dr ⎦ ⎣ 0 ⎦
⎣ q ⎦n ⎣ n ges
⎡ R ⎤ ⎡1 ⎤ ⎡ Lq ⎤
•
− 0 ⎥ 0⎥ ⎢ ⋅ p ⋅ ωr ⋅ iq ⎥
⎡id ⎤ ⎢ Ld
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⎡ d ⎤ ⎢L
i ⎡u d ⎤ ⎢ Ld
⎢i ⎥ = ⎢ permanent magnet synchronous
R
⎥⋅⎢ ⎥+ ⎢ d ⎥⋅ +
1 ⎥ ⎢⎣ u q ⎥⎦ ⎢ ⎛ Ld ψ Pm ⋅ p ⋅ ωr ⎞⎥
⎥
⎣ q⎦ ⎢ 0 − ⎥ ⎣iq ⎦ ⎢ 0 − ⎜ ⋅ ⋅ ω ⋅ + ⎟⎥
⎢⎣ Lq ⎥⎦ ⎢⎣ Ld ⎥⎦ ⎢ ⎜L p i
⎟
machine ⎣ ⎝ q
r d
Lq ⎠⎦
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Phasor diagram for a multi-machine system

busbar voltage
qi ⎡ud ⎤ ⎡ rges − xges ⎤ ⎡id ⎤

⎢u ⎥ = ⎢ ⋅
rges ⎥⎦ ⎢⎣ iq ⎥⎦ ges
i qi qref
∆δi i q ges ⎣ q ⎦ ref ⎣ x ges
[Im]
⎡ud ⎤ ⎡cos Δδ1 − sin Δδ1 ⎤ ⎡ rges − x ges ⎤ ⎡id ⎤
T
i q ref
⎢ u ⎥ = ⎢ sin Δδ ⋅
cos Δδ1 ⎥⎦ ⎢⎣ xges
⋅
rges ⎥⎦ ⎢⎣ iq ⎥⎦ ges
Power angle between ⎣ q ⎦1 ⎣ 1
u ref reference generator and
M
generator i
ii ⎡ud ⎤ ⎡cos Δδ n − sin Δδ n ⎤ ⎡ rges − xges ⎤ ⎡id ⎤
T
i di
⎢ u ⎥ = ⎢ sin Δδ ⋅ ⋅
i d ref
⎣ q ⎦n ⎣ n cos Δδ n ⎥⎦ ⎢⎣ x ges rges ⎥⎦ ⎣⎢ iq ⎦⎥
ges
i ref
i d ges di
i ges busbar current
dref
⎡id ⎤ ⎡id ⎤ ⎡cos Δδ1 − sin Δδ1 ⎤ ⎡id ⎤ ⎡ cos Δδ 2 − sin Δδ 2 ⎤ ⎡id ⎤
[Re] ⎢ i ⎥ = ⎢ i ⎥ + ⎢ sin Δδ ⋅ +
cos Δδ1 ⎥⎦ ⎣⎢ iq ⎦⎥1 ⎢⎣ sin Δδ 2
⋅
cos Δδ 2 ⎥⎦ ⎢⎣ iq ⎥⎦ 2
+L
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⎣ q ⎦ ges ⎣ q ⎦ ref ⎣ 1
⎡ cos Δδ n − sin Δδ n ⎤ ⎡id ⎤

+⎢ ⋅
⎣ sin Δδ n cos Δδ n ⎥⎦ ⎢⎣ iq ⎥⎦ n
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Diesel engine model for transient system behavior
Inlet Outlet
Inertia
turbocharger
Turbine
Compressor with bypass
Coupling between
air and exhaust
Intake Exhaust
manifold system is very manifold
important for Injection
system
frequency stability
ECU
Cylinder Electronic
control unit
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Crank shaft Flywheel
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Twin shaft gas turbine model

m_dot_in
1 em
T_in
m_dot / theta
[m_dot_nd_turb] m_dot_out T_beh
p_beh
Q_dot
T_Abg
2
T_in T_beh
T_Wand
1 m_dot_out
m_dot_in cp Q_dot
theta_umg T_umg
3 T_W
R_gas/(V_sys*(cp-R_gas)) 1
1
m_dot_out s
(cp-R_gas) 4 T _beh
t_Abg
p_beh m_dot_in
cv
1
T_in
p / theta
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
m_dot_out
T_beh
p_beh
Q_dot
T w in s h a ft g a s tu r b in e Third-level Q_dot
p_Abg
M e c h a n ic a l
Second-level
lo a d
In p u t O u tp u t
In e r t ia
In e r t ia LP -Tu r b
H P -Tu r b
HP LP
T u r b in e R e c e iv e r T u r b in e
Co mp re sso r
C o m b u s t io n 1
F u e l- chambe r n _ t u rb /M _ tu rb
s ys t e m
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g a s t u r b in e
c o n tro l -K - S p e e d re fe re n c e
G a in3
Top-level of simulation model
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Permanent-magnet synchronous motor drive with

control
A medium voltage
control unit for
motor drives
Speed Controller
N Torque*
VECT
Torque*
<Rotor speed wm (rad/s)>
1 N* Ctrl 3
SP Ctrl <Rotor angle thetam (rad)>
gates teta
I_abc
Braking chopper
1 A Meas. 2 g Mec_T PM SM
+ V L+ +
A Conv. I_abc 2 Tm
A Ta
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2 B V+ Mta A
B B Tb m 1
3 C - V L- V- - Mtb B
C Tc Mtc C Motor
C
Rectifier Inverter Measures
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Busbar with diesel engines, generators and electrical loads

Load modul for 4 generators
In1
1 em switched on busbar f(u)
Gen_1 p/q_ges
In2 Out1
Re(u) Fcn
1 u sammel
In3 I_ges Im(u)
id_ges/iq_ges
Complex to
ud/uq Ref
Real-Imag
Px
In1
2 em Out1 5 em
I_Gen_2 Qx Matrix Z Z
Gen_2 Px/Qx[pu]
In2
Ps
ud_1/uq_1 gen_1
6 em id_ges/i_q_ges
phi^T delta_2 2 Qs
In3
phi^T Ps/Qs[pu]
delta_2 Matrix Z Voltage
Generator 1
G 3
G em
In1
Out1
I_Gen_3
G G Z
Gen_3 1 Gen_1 id_ges/iq_ges
In2
id/iq/delta id_ges/i_q_ges ud_2/uq_2 gen_2
phi^T delta_3 3 Gen_1
In3 psi^T delta2
phi^T
delta_3 2 Gen_2 phi^T delta_2
Voltage
id/iq/delta Generator 2
In1
Gen_2
4 em Out1
I_Gen_4 3 Gen_3 phi^T delta_3
Gen_4
In2
id/iq/delta
Gen_3 Z
Third-level
phi^T delta_4 4
In3
phi^T
id_ges/i_q_ges ud_3/uq_3 gen_3
T hyssenKrupp M arine Systems delta_4 4
id/iq/delta
Gen_4 phi^T delta_4
psi^T delta3
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]
id_ges/i_q_ges ud_4/uq_4 gen_4
Frequency on
busbar psi^T delta4
~ ~ ~ ~ Voltage
~ ~ ~ ~ In1
In2
Generator 4
In3
Load angles
MGe n 1 M Ge n 2
M Ge n 3
M Ge n 4
M M hote l Second-level
e le c tric a l
loa d drive s
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b u sbar 6,6 kV , 60 H z
Top-level of simulation
model
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Clutch maneuver simulation of electric motor drive
maximum peak of stator current electromagnetic torque

M AC motor M
drive
~ ~
SSS clutch
torque ripple in
Multi
rotor speed disc consequence of
clutch hysteresis modulation
GT
SSS
shaft speed clutch
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Gas turbine
20 MW
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Clutch maneuver simulation with propeller pitch adjustment
M AC motor M
stator current at load~increase drive
~
electromagnetic torque
SSS clutch
Multi
disc
clutch resulting torque
from motor
rotor and reference signal

GT
shaft SSS from speed
speed clutch control
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Gas turbine
20 MW
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Electric motor drive acceleration and busbar load

Busbar 6.6 kV, 60 Hz
Reduced models for long

time system behavior are M AC motor M
drive
used ~ ~
Motor drive and shaft Active and
SSS clutch
speed mechanical power
Multi
disc
clutch
Smooth speed
increase to
reduce load GT
SSS
peaks clutch
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Gas turbine
20 MW
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Malfunction of one generator

Active power for each Frequency on
generator 4 3 2 1 busbar
G G S = 2743 kVA G G
60 Hz
6600 V 6600 V
60 Hz 60 Hz
HV HV
~ ~ ~ ~
~ ~ ~ ~
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Suddenly UV M M M M UV
disconnection under 440 V 440 V
load of generator 4 60 Hz 60 Hz
at t = 280 s
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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
• Sea trial support
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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

• Light increase of investment costs through additional components between
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prime mover and propeller
• Increased transmission losses at full load compared to diesel mechanical
propulsion
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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
diesel engines, gas turbine with high efficiency and fuel-cells
ThyssenKrupp
A company of
ThyssenKrupp
Technologies
Diesel-electric propulsion concepts

How to match environment and economical
challenges ?
ThyssenKrupp
Many thanks for your attention
A company of
ThyssenKrupp
Technologies

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Diesel-electric propulsion concepts, 09.10.

Diesel-electric propulsion concepts

How to match environmental and economical

• Diesel electric propulsion concepts vs. diesel mechanical

Diesel-electric propulsion concepts vs. diesel mechanical configuration

gearbox shaft Pout

100 % rated load

η≈0.42 η≈0.98 η≈0.99

Diesel-electric propulsion concepts vs. diesel mechanical configuration

100 % rated load

η≈0.42 η≈0.95 η≈0.99 η≈0.99 η≈0.98 η≈0.97 η≈0.99

Diesel-electric propulsion concepts vs. diesel mechanical configuration

gearbox shaft Pout

η≈0.25 η≈0.98 η≈0.99

Diesel-electric propulsion concepts vs. diesel mechanical configuration

η≈0.37 η≈0.95 η≈0.99 η≈0.99 η≈0.98 η≈0.97 η≈0.99

Diesel-electric propulsion concepts vs. diesel mechanical configuration

gearbox shaft Pout

η≈0.37 η≈0.98 η≈0.99

Power efficiency - A short summary

At this restricted consideration the diesel-electric propulsion

What about the consideration of the electric power generation ?

Obviously it’s also important to consider the load distribution of

Total system consideration - power train and electric power

Total system consideration - power train and electric power

Total system consideration - power train and electric power

Total system consideration - power train and electric power

It’s only a small difference between the

Efficiency of prime movers – diesel electric compared to diesel

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

Values for orientation based on investigation

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

Values for orientation based on investigation

Fuel consumption and greenhouse gas emissions by comparison

[%] Fuel consumption [%] NOx , CO , CO2 , HC

Values for orientation based on investigation

Exhaust concentrations during part load conditions by comparison

Power demand characteristics of diesel electric propulsion

Power demand characteristics of diesel electric propulsion

Potential options for the power train of an diesel electric ship

Prime movers Generators Transformers Converters

Potential options for the power train of an diesel electric ship

Induction Hotel services

Synchronous / Sep. Ship Services

Application of simulation technology - use of model based

• Load flow calculations

Application of simulation technology – engineering

Application of simulation technology - Model based

Application of simulation technology – selected

Developed component models

Application of simulation technology – selected

Some mathematical equations in state space description

Phasor diagram for a multi-machine system

qi ⎡ud ⎤ ⎡ rges − xges ⎤ ⎡id ⎤

⎡ cos Δδ n − sin Δδ n ⎤ ⎡id ⎤

Diesel engine model for transient system behavior

Twin shaft gas turbine model

Top-level of simulation model

Permanent-magnet synchronous motor drive with

Busbar with diesel engines, generators and electrical loads

Clutch maneuver simulation of electric motor drive

maximum peak of stator current electromagnetic torque

Clutch maneuver simulation with propeller pitch adjustment