APCPCWM_4828539:WP_0000045WP_000004

APCPCWM_4828539:WP_0000045WP_0000045

Energy Saving Devices

2008. 11. 06
Prepared by Y. B. Choi

Hydrodynamics R&D Team

The House of Wisdom & Innovation

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Contents
1. Motivations 2. Principle of energy saving Losses related with resistance components Losses related with propulsion 3. Energy saving devices Appendages to reduce stern waves Special propellers Fins and other devices in front of the propeller Stator and other devices behind the propeller 4. DSMEs Pre-Swirl Stator and the others 5. Summary

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Motivation Price of bunker oil

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Motivation - Global warming

CO2 Emission Index
MEPC 58/J(Denmark) MEPC 58/4/35

Engine efficiency

Shaft Generator
MEPC 58/J(Denmark)

Energy Saving Technology

Heat Recovery System

Deadweight Total volume of cargo capacity Gross tonnage Opt. hull form design
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Seakeeping perfoamance
MEPC 58/4/2729

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Answers
Whats your choice for the lowest oil burning? -Dimension of ship -Main engine -Low speed operation -Special devices

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Principles of energy saving

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Principles of energy saving

1. Energy Saving to reduce energy losses to recovery energy losses 2. Energy loss components Related with resistance Related with propulsion 3. Means of energy saving Hull form design Propeller design Special Devices

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Losses related resistance components

Tanker/Bulker Ro-Ro /Containership
10%

Wave breaking Wave pattern Viscous pressure Form effect on friction Roughness

5% 5% 15% 5% 10%

30%

Wav e resistance

7.50% 2.50% 10%

Flat plate friction

60% 40%

Viscous resistance

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Losses related with propulsion

Propulsion efficiency = 1 Lx Lr Lp Ld
Tanker/BC

Containership LNGC

Lx : axial momentum (20%) Lr : the rotation in the wake (7%) Lp : the profile drag (10%) Ld : the non-optimum loading (3%)

Proper design of propeller and recovery in the rotational loss

CT= T/(0.5Va2(D2/4)=8T/(Va2D2)=8KT/(J2)
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Example of Energy Saving Devices

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Appendages to reduce stern waves

Ducktail Wedge Ducktail with Interceptor

-Afterbody flow modifications : Flow velocity under the hull decreased./Pressure recovery increased./Transom exit velocity increased. -Wave system modifications : Localized transom wave system altered./Near field wave heights reduced./Far field wave energy reduced. -Secondary stern flap/ducktail hydrodynamic effects : Ship length increased./Benificial propulsion interactions./Ship trim modified./Ship sinkage is reduced. Reduce wave resistance : 2 ~ 5%

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Air bubble on the bottom

ACS (DK Group)

- Reduce a friction resistance

Tanker : 15% Bulker : 15% LNGC : 7 ~ 9% Containership : 5 ~ 7%

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Fins in front of a propeller

Flow spoiler WA-Fin (Oshima) L V Fin (IHI Low Viscous Resistance Fin)

-Recovering the bilge vortices rotational energy -Improve the propeller efficiency from the accelerated axial flow -Reduce the pressure pulse -Tanker : 4% -Container : 2%

Reduce swirl resistance of the full hull form

-Reduce swirl resistance of the full hull form Reduce the viscous pressure resistance

- Tanker, B/C : 2%

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Fins in front of a propeller

Combination of vane wheel and hydrodynamic fin system Namura Fin

-Recovering the bilge vortices rotational energy -Improve the propeller efficiency from the accelerated axial flow

Reduce swirl resistance of the full hull form Reduce the viscous pressure resistance

- Tanker, B/C : 1~2%

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Principal of fins in front of a propeller

Cross flow and bilge vortex

Flow visualization using a tuft grids

Pressure recovery by preventing down flow Induction of bilge vortex to propeller disc
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Fins in front of a propeller

Wake equalizing duct Semi-Duct system with contra Fins (SDS-F)

PCTC

-Duct prevent the seperation of flow in front of semiduct with gathering and accelerating flow. -Duct produces thrust with receiving the oblique downward flow due to bilge vortices.

-Contra fins pretwist flow to propeller and cancel rotational flow behind flow. -Semi-duct produces thrust with receiving the oblique downward flow due to bilge vortices. -Semi-duct prevent the seperation of flow in front of semiduct with gathering and accelerating flow. 3 ~ 7%
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SSPA : 0 ~ 2%, HSVA : up to 4%

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Fins in front of a propeller

Fin and Duct
PCTC

MHI Pre-swirl stator

-Contra fins pretwist flow to propeller and cancel rotational flow behind flow. -Semi-duct prevent the seperation of flow in front of semiduct with gathering and accelerating flow.

-Reduce the rotational energy loss - increase hull efficiency

SSPA : 3%

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Special propellers
CLT (SISTEMAR) (Contracted and Loaded Tip ) KAPPEL

-The pitch increases monotonously towards the tip so - Propeller with blades curved towards the suction side integrating the fin or winlet into the that the blade tip bears a substantial load. propeller blade. -This is possible thanks to the existance of the tip plate that actuates as a barrier avoiding the communication of water between both sides of the blade. -Tip plate is located on the pressure side of the blade with the aim to obtain a higher overpressure downstream. Claimed gain : +6~+12% (in full scale) Claimed gain : +4~+6%

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Stators behind the propeller

PBCF (Propeller Boss Cap Fin) MHI Contra-rotating propeller

-Eliminating hub vortex -Recovering the kinetic energy of rotation of rotation flow around the boss -Increase thrust 1% and reduce shaft torque over 3% HSVA : up to 3% SSPA : 0% Approx. 5% (S/T), 2% (M/T)

- Recovering of kinetic energy due to the rotational flow

SSPA : 5~10%

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Stators behind the propeller

Thrust Fin Rudder stator fin (MHI)

-Recovering of kinetic energy due to the rotational flow IHI Additional Thrust Fin SURF (NKK Swept-back up-thrusting rudder fin ) HHI Thrust fin MHI Rudder stator fin HSVA : up to 5% SSPA : 0 ~ 3% SSPA : 0 ~ 5% HSVA : up to 9%

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Rudder bulb
Twisted rudder with costa bulb Efficiency rudder (Wartsila Lips) Rudder bulb hubcap (Rolls-Royce)

- Reduce the hub vortex - Increased wake fraction - Reduced contraction of the propeller slipstream - Homogeneous axial slipstream - Reduced pressure pulse induced by propeller HSVA:Twisted rudder(2%)+costa bulb(2%) SSPA:Rudder bulb(0~2%)

- Reduction of the propeller inflow velocity - A more uniform and less contracted slipstream behind the propeller reduces losses in kinetic energy - The hub drag is reduced by avoiding flow separation

-Increased propulsive efficiency -Reduced pressure pulse -Increased manoeuvrability

Lips claimed gain : 3 ~ 7% HSVA : up to 6%

Single screw chemical tanker:3~6% Twin screw RoRo : 1~2%

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Rudder bulb
Mitsui Integrated Propeller Boss (MIPB)

- Decrease propeller slip stream contraction - Suppress the contraction of cone vortices from the propeller boss - Deters flow to the propeller using the displacement effect - Produce uniform wake distribution and contribute to reducing vibration

MIPB : 2 ~ 3% HSVA : divergent propeller cap (up to 2%)

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Twisted leading edge of rudder

Twisted leading edge of rudder
Eliminates rudder cavitation Improves propulsive efficiency 1~2% - Regains the rotational energy in the propeller slipstream - Reduces the drag of the rudder

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DSMEs own design of Energy Saving Divices

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DSME energy saving devices (I)

Device Pre-Swirl Stator Rudder additional thrusting fin Transom Stern Appendage (V-Wedge)

Config uration

Effect

Abt. 3~5% gain in propulsion efficiency

Abt. 3% gain in propulsion efficiency

Abt. 2~4% reduction in resistance

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DSME energy saving devices (II)

Device Twisted Full Spade Rudder Separation Flow Control Fin

Config uration

Abt. 1~2% reduction in resistance Effect

-Abt. 2~3% reduction in required power - Improve wake distribution

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Pre-Swirl Stator (PSS)

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Hydrodynamic aspect
Wale field w/o PSS Wake field with PSS

Asymmetric wake field to propeller provides proper inflow of propeller

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Arrangement of blades
Consideration of propulsion efficiency and cavitation problem

Damaged propeller (Sept. 2008, LR Technical matters)

DSME PSS
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Economic aspect of PSS

M/T in HSVA

Gain in Propulsion Power Year Ship Type Design Draught Ballast Draught

2008

16,000 TEU

3.8%

Not investigated

The DSME pre-swirl stator could usually achieve 3~5% gains for the vessels whose hull form and propeller designs have already been well optimized.

2008

13,050 TEU

4.5%

3.2%

2008

14,000 TEU

4.5%

4.7%

2008

4,400 TEU

1.0%

Not investigated

2008

7,090 TEU

3.3%

0.4%

2007

6,300 TEU

3.3%

Not investigated

2007

8,400 TEU

3.5%

1.1%

2005

58m Beam VLCC

4.8%

Not investigated

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Economic aspect of PSS

M/T in SSPA

Gain in Propulsion Power Year Ship Type Design Draught Ballast Draught

2008

B60m VLCC

4.5%

2.0%

The DSME pre-swirl stator could usually achieve 3~5% gains for the vessels whose hull form and propeller designs have already been well optimized.

2008

Capesize 180K B/C

3.1%

2.3%

2008

CLNGC

3.2%

Not investigated

2008

8,000unit PCTC

1.5%

Not investigated

2008

B58m VLCC

4.0%

Not investigated

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Economic aspect of PSS

M/T in HSVA

Vessel MCR power NCR portion NCR power SFOC of IFO380cSt at NCR price Estimated price of IFO380cSt* Efficiency gain from M/T Navigation days

Unit kW % kW g/kWh

58m Beam VLCC 29,350 90 26,415 173.7

8,400 TEU 68,490 90 61,641 177.0

6,300 TEU 45,760 85 38,896 176.7

7,090 TEU 45,760 85 38,896 176.7

4,400 TEU 39,950 90 35,955 177.3

14,000 TEU 72,240 90 65,016 177.0

13,050 TEU 72,240 90 65,016 177.0

16,000 TEU 84,280 90 75,852 177.0

USD/Mt

460

460

460

460

460

460

460

460

% Day

4.8 180

3.5 180

3.3 180

3.3 180

1.0 180

4.5 180

4.5 180

3.8 180

/Day FuelFuel-IFO380cSt saving [Metric ton] /Month /Year /25 years /Day /Month Cost saving [USD] /Year /25 years

2.6 79 952 23,788 1,199 36,475 0.44 0.44 Mil 10.9 Mil

4.5 137 1,649 41,236 2,079 63,228 0.76 0.76 Mil 19.0 Mil

2.7 82 980 24,490 1,235 37,551 0.4 0.45 Mil 11.3 Mil

2.7 82 980 24,490 1,235 37,551 0.4 0.45 Mil 11.3 Mil

0.8 23 275 6,884 347 10,556 0.13 0.13 Mil 3.2 Mil

6.1 186 2,237 55,920 2,819 85,744 1.03 1.03 Mil 25.7 Mil

6.1 186 2,237 55,920 2,819 85,744 1.03 1.03 Mil 25.7 Mil

6.0 184 2,204 55,092 2,777 84,474 1.01 1.01 Mil 25.3 Mil

* The price of bunker oil is assumed as an average price from the end of 2007 and the first quarter of 2008.

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Installation of PSS
The blades of PSS is directly fitted on the stern frame by the full penetration welding.

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Structural analysis of PSS

1. Strength analysis 2. Fatigue analysis 3. Vibration analysis

Strength assessment

Fatigue assessment

Vibration assessment
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Sea trial results

Speed-Power Curve (DSME VLCC) The first vessel of DSME PSS , Kristen VLCC is on her voyage after recording of 4.5 % reduction of power than sister vessel in sea trial and waiting for the report from her real operation.

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Contract for PSS

Owner KRISTEN TMT LYKIARDOPULO DK MARITIME KOTC VLCC Sub Total CMA-CGM HAMBURG-SUD C.P.OFFEN A.P.MOLLER CNTship Sub Total Grand Total CNT CNT CNT CNT Ship type VLCC VLCC VLCC VLCC VLCC No 4 5 2 4 4 19 8 10 18 16 52 71
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PSS to be applied for VLCC, LNGC, B/C Larger containership

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Summary
To save energy, the first one is optimizing of the dimension and the selection of M/E. The reasonable and strong background of the physical phenomenon of the flow around the hull makes the investments of the energy savings effective. We would like to listen to feedback from real operation to develop reliable devices.

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