Hybrid Propulsion Brochure

Hybrid PropulsionFlexibility and maximum efficiency optimally combined

MAN B&W Diesel3Hybrid propulsion – Flexibility and maximum efficiency optimally combined

MAN Diesel & Turbo The responsible way in leading technology

MAN Diesel & Turbo is the world’s leading designer and manufacturer of low and

medium speed engines – engines from MAN Diesel & Turbo cover an estimated

50% of the power needed for all world trade. We develop two-stroke and four-

stroke engines, auxiliary engines, turbochargers and complete propulsion trains

that are manufactured both within the MAN Diesel & Turbo Group and at our

licencees.

More than ever before, MAN Diesel & Turbo’s development focus is the environ-

mental performance of our engines. Using our unrivalled grasp of large engine

technology, we aim to make our engines progressively cleaner, more powerful and

more efficient.

We are firmly committed to reducing emissions while increasing fuel efficiency and

power density. This includes an active partnership with environmental institutions

and development banks. For our customers, it means engines and propulsion

systems that result in powerful yet clean prime movers.

4 Hybrid propulsion – Flexibility and maximum efficiency optimally combined

MAN Diesel & Turbo: Hybrid Propulsion Reliability and reduced emissions

Superb plant flexibility with hybrid ship propulsion

In times when the need for more intelligent fuel use

in marine applications and flexible propulsion sys tems

is great, MAN Diesel & Turbo faces the challenge of

meeting environmental standards without sacrificing

propulsion efficiency and ship performance. Emis-

sions regulations are getting stricter and in the future,

when higher fuel prices become more likely, we need

to offer smart solutions, which provide ship owners

and operators with a well-balanced and tailor-made

propulsion plant regarding flexibility and performance.

Hybrid propulsion trains designed by MAN Diesel &

Turbo are ready to facilitate the best system solution

for your project.

How does a hybrid propulsion system work?

Mechanic and electric power work together in the pro-

pulsion train, optimising the propulsion efficiency for

ships with a flexible power demand. The combination

of mechanical power, delivered by diesel engines, and

electrical power, provided by variable-speed electrical

motors, delivers propulsion power, which assures the

ship a broad operational capability, providing the right

amount of power and torque to the propeller in each

operation mode.

Whereas a diesel-mechanic propulsion system is

often designed according to its maximum power de-

mand, which, for example, is fitted for a tanker or

cargo vessel according to the most hours of the

operation profile, a hybrid propulsion plant is better

prepared for changes in operation during the vessel’s

trip or even thevessel’s lifetime.

Hybrid propulsion systems can be differentiated be -

t ween configurations; where the diesel engines and the

E-motors work in parallel on the propeller (CODLAD),

or where either the diesel engine or the E-machines

are used (CODLOD).

CODLAD CODLOD

Example: Passager ferry using a PTI-booster

in case of the need for additional power

Example: Navy vessel using electric propulsion

for slow speeds

MAN B&W Diesel5Hybrid propulsion – Flexibility and maximum efficiency optimally combined


Sample Hybrid Propulsion Plant of an Offshore Supply Vessel

GenSet

Supply Transformer (*)

Frequency Converter

Diesel Engine

Electric Motor (**)

Gearbox

Propeller

MAN Diesel & Turbo provides

complete packages, ensuring

perfectly matched components

and optimised systems

The major components of a hybrid propulsion plant are shown in the picture below:

(*) dependent on the type of the frequency converter, i.e. not needed if a frequency converter with an Active Front End or a 6-pulse converter is used.(**) can also be designed for reverse operation, to run as an alternator in PTO-mode.


1) PTI booster mode

The PTI booster mode is selected for maximum speed.

Together with the main engine, the electric machine

works as an auxiliary motor, which delivers power sup-

port to the propeller. The gensets deliver the electric

power, both for propulsion and the vessel’s consumers.

The PTI booster mode mainly increases the flexibility

of the propulsion system for peak loads.

2) Generator mode (PTO-mode)

Not only does the main engine provide the power for

ship propulsion, it also supplies the power needed for

the ship’s consumers. This mode is i.e. selected for

transit sailing. It allows a high loading of the main en-

gine, running with low specific fuel oil consumption and

therefore with minimal emissions. This also prolongs the

main tenance period of the gensets and gives an addi-

tional redundancy for the electric power generation.

This graphic shows that at low speeds (point 1) the

propulsion power required is not high. Providing that

power by the main diesel engine gives a low and in-

efficient main engine loading. A small electric motor is

also able to deliver the power to sail the vessel, which

can now be supplied by the auxiliary gensets. They are

usually smaller than the main engine and can therefore

be operated with a higher specific loading. If, for ex-

ample, both the main engine and the auxiliary gensets

are of medium speed types, a better overall plant

efficiency is achieved. At normal operation (point 2)

the main engine operates in a range where it is opti-

mised in fuel oil consumption. Usually a shaft alterna-

tor is also connected to the gearbox (PTO) as this is

the most economic way to supply power to the pro-

peller and to the vessel’s consumers. At high speeds

With hybrid systems there is more than one way of operating a propulsion plant.

Typical hybrid operation modes:

Operation Modes

(point 3) the shaft machine can be used as an electric

motor for boosting, which gives extra power to the

propeller.

1 2 3

G˜

M˜

G˜

G˜

G˜

G˜

G˜

G˜

Propulsion power

100%

Ship speed

100%

9Hybrid propulsion – Flexibility and maximum efficiency optimally combined

3) Electrical mode

The electric propulsion motor is mainly used at low

speeds. It uses the power produced by the gensets and

runs the propeller via a gearbox. Usually the main

engine is disconnected. An advantage of this mode is

the efficient loading of the auxiliary gensets. When

using variable-speed E-motors the propeller can be

operated on the combinator curve with higher propul-

sion efficiency, lower noise and lower vibrations emis-

sions. In addition, less maintenance of the main engine

is a benefit of this operation mode. In case of a main

engine failure a “take-me-home (PTH)” functio nality

can easily be achieved as well.

4) Electrical cross-connection mode

(Electric Shaft)

In the case of a twin propeller application there is a

possi bility of driving both propellers with the power of

one main engine supplying one shaft machine (PTO)

and the other shaft machine run as a “take-in device

(PTI)”. This mode ensures extra redundancy and flex-

ibility to the complete propulsion system.

G˜

M˜

G˜

G˜

G˜

G˜

G˜

G˜

M˜


The advantages of a Hybrid Propulsion SystemFlexible use and highest efficiency

Large variation of operation modes appropriate for a

flexible power demand, for slow speed operation up

to boosting. This results in an optimal overall plant

operational capability with fast system re sponses

and a high plant flexibility.

The propeller can be driven by the diesel engine,

and / or by the electric motor, resulting in a highly

redundant and reliable propulsion system.

Reduced plant operating costs due to the possi bility

to operate the main engines and auxiliary gensets

in a range where the required amount of power is

provided by a combination of engines which run

near or at their optimal loading with their minimal

specific fuel oil consumption.

As a result of high plant efficiency over a wide range

of operation modes, not only is fuel oil consumption

lower, but fuel related emissons like SOx and CO2

are also reduced. Further pollutants are reduced as

there is less incomplete combustion that intensively

occurs in the low-loaded engines.

While mechanical optimisation is often determined

by one or a few operational modes, the electrical

drive capability tremendously increases flexibility.

“Off-designs” for hybrid propulsions systems are

fewer compared to pure mechanical system designs.

In E-mode with variable-speed E-motors less noise

is caused and pressure side cavitation on the pro-

peller is reduced, as it can be operated at an opti-

mal speed / pitch ratio. Propeller speed and pitch

can be controlled independently. Additionally, the

underwater noise signature can be reduced. This

especially offers benefits at slow speed sailing.

Depending on the operational modes of the vessel

the main engines and the auxiliary engines run less

hours per year and, when in operation, on higher

loads. Both lead to less required maintenance.

MAN Diesel & Turbo provides fully tailor-made hybrid propulsion solutions. All

components such as the main engines, gensets, switchboards, converters, electric

motors, gearboxes and propellers are individually designed. Our packages include

many benefits:

11Hybrid propulsion – Flexibility and maximum efficiency optimally combined

A Made-to-Measure Hybrid Propulsion ApplicationMAN’s methodology results in the right hybrid system design

Start

End

Ship basic data

Speed − power estimation

Electrical load analysis

Hybrid type selection

Diesel

engine

selection

E-motor

selection

Converter layout

(in case of variable-speed E-motors)

Propeller & Gearbox layout

Countercheck hybrid plant

Type of vessel

Propulsion & propeller type, i.e. shaft line driven + gearbox + CPP, etc

Operational profile

Class notation: Propulsion redundancy, ice class, etc

Propulsion power & torque demand at all operation modes

Sea margin

Electrical power demand at all operation modes

Power split between electric propulsion & vessel’s consumers

Combination of mechanical & electrical drives: CODLAD, CODLOD, etc

Selection of E-modes: Propulsion at low loads and / or peak loads,

PTO and / or PTI-operation, etc

Max. power demand of main engines & gensets: Installed power, ratio

between mechanical & electrical power

Number, type and cylinder configuration of main engines & gensets

Max. allowed loading of diesel engines: % of MCR

Power, torque & speed of E-motors

Selection of converter type: PWM, LCI, AFE, Sinusoidal, etc

Selection of pulse number: 6p, 12p

Selection of supply transformer: Investigate transformerless solutions,

i.e. with an Active Front End

THD mitigation method

Propeller layout: Diameter, Speed, etc

Selection of gearbox type: Twin-in-single-out, etc

Gearbox layout: Ratio, Clutches, etc

Check propulsion flexibility: Change combination of diesel engines &

E-drives

Check power availability at all operation modes: Change engine / cylinder

configuration, change ratio between mechanical & electrical power

Check availability of torque at E-mode: Change pole number of E-motor,

adapt field weakening range of converter, etc


Hybrid Propulsion Applications

Offshore vessels

Offshore Support Vessels or Anchor Handling Tug

Supply (AHTS) vessels are good examples of offshore

ships with high flexible power demand and, per conse-

quence, different operation modes and sailing speeds.

The operation profile is often split into two parts: one

with a high propulsion power demand for transit and

free sailing and another with a significantly lower power

demand when operating the vessel in dynamic posi-

tioning mode and station keeping. A typical insta llation

may have two main propulsors and separate engine

rooms to ensure system redundancy and flexibility.

In addition, if extra power is needed, for bollard pull

ope ration for example, this can be provided by the

electric motor, using it for PTI boosting. The booster

PTI can also be well-applied in ice operations. In tran-

sit the extra power from the engine can be used to

supply the PTO. For ships with a wide range of ac-

tivities, a hybrid system offers significantly lower fuel

consumption, improved maneuverability and lower

emissions compared to the other existing systems.

Noise and vibration levels are also reduced, providing

comfort to the crew.

Navy applications

Navy vessels must be able to accelerate to top speed

in a short period of time. Thus flexibility and a pro-

pulsion system’s boost ability are very critical. These

ships often have limited engine room space, but a

high power demand. The use of a hybrid system in

such cases provides the necessary surplus power

needed in the full-power mode.

Offshore patrol ships are good examples of ships

which the hybrid system can be well-applied to. Patrol

ships can be operated at low speeds by the electric

motor and at a high power demand by the main en-

gine and the PTI booster.

Propeller noise emissions can be reduced dramatically

when the propeller is operating in hydrodynamically

good conditions with no cavitation at the propeller. As

noise is a key factor in navy projects, a well-designed

pro pulsion system will emit lower noise levels, pre-

serving mission success with a quiet ship res ponse.

Offshore Patrol Vessel with a CoDLaD

propulsion plant:

Length: 108 m

Displacement: 3750 t

Max. speed: 22 knots

Twin screw: 2 x 5,2 m

For the given operational profile a hybrid propulsion

system saves 7% in annual fuel consumption com-

pared with a diesel mechanical system.

Hybrid propulsion configuration:

M/E: 2 × 5460 kWm

Aux. Eng: 3 × 950 kWe

E-motor: 2 × 450 kW

Diesel-mechanical configuration:

M/E: 2 x 5460 kWm

Aux. Eng: 2 x 950 kWe

Example of a Hybrid Propulsion Package

13

Operational profile

hours/year

3000

2500

2000

1500

1000

500

speed (knots) 0 < 5 5-9 10-14 15-20 21-22


World Class After Sales SupportFor marine propulsion and GenSets

PrimeServ – peace of mind for life

With more than 150 PrimeServ service stations and

service partners worldwide, plus our growing network

of PrimeServ Academies, the MAN Diesel & Turbo

after-sales organisation is committed to maintaining

the most efficient and accessible after-sales organisa-

tion in the business.

PrimeServ’s aim is to provide:

Prompt delivery of high demand OEM spare parts

within 24 hours

Fast, reliable and competent customer support

Individually tailored O&M contracts

Ongoing training and qualification of service personnel

Global service, open 24 hours-a-day, 365 days-a-

year

Diagnosis and troubleshooting with our high perfor-

mance Online Service

Retrofitting of the latest MAN Diesel & Turbo

engine and turbocharger technologies for improved

operating economy and minimised emissions

The PrimeServ offering

Based on almost 110 years of service experience

with marine diesel engines, our sophisticated logistics

system ensures that all frequently requested spare

parts are available worldwide within 24 hours. In

addition, MAN Diesel & Turbo Online Service helps

to optimise maintenance cycles by the use of remote

engine monitoring, diagnostics and calibration. The

resulting condition-based maintenance (CBM) pro -

motes high availability, increases operational safety,

shortens downtimes and enhances the performance

of MAN Diesel & Turbo marine engines.

The bottom line: leaner operating costs and better

planning for you.

When service is required, the MAN PrimeServ network

responds to organise assistance as fast as possible.

This guarantees rapid completion of maintenance

work and high availability of MAN Diesel & Turbo

engines, GenSets, turbochargers, gears, propellers

and marine propulsion packages.

In short: MAN PrimeServ gives you the benefit of our

specialist expertise in marine power so that you can

concentrate on your own core business.

Service Facilities

(Service Centres,

Authorized Repair Shops,

Spare Parts Stocks)

Agencies

MAN Diesel & Turbo – a member of the MAN Group

MAN Diesel & Turbo86224 Augsburg, GermanyPhone +49 821 322-0Fax +49 821 [email protected]

All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. Copyright © MAN Diesel & Turbo. D2366497EN Printed in Germany GMC-AUG-08122

Hybrid Propulsion Brochure

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