Integrated full electric propulsion IFEP
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A comprehensive and detailed anaylsis of Integrated full electric propulsion IFEP system for implementing it onboard ships
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Integrated full electric propulsion IFEP
- 1. INTEGRATED FULL ELECTRIC PROPULSION (IFEP) Presented by AMIT JAIN MILITARY INSTITUTE OF TECHNOLOGY
- 2. PREVIEW Introduction Brief Background/History Electric Propulsion System Integrated Full Electric Propulsion Components of IFEP Advantages of IFEP System Challenges with IFEP Technology Examples Conclusion
- 3. • Modern Tech in Power electronic, generation & distribution has resulted R&D in Marine propulsion system • IFEP – Cost effective sol which requires low maint, provide longevity, flexibility and scalability • Aim to study IFEP concept, its components, challenges in implementing it onboard INTRODUCTION
- 4. BACKGROUND/ HISTORY History of Electric propulsion is more than 180 yrs old • A small Russian ferry was built in 1839 which was propelled by electric motor • With the development of variable speed drives, SS Queen Elizabeth II was converted to Ele Prop in 1980 • M/s Elation was introduced with Podded Propulsion in 1990
- 5. • Conventional Propulsion - Power is generated by a engine, which mechanically powers the propeller shaft through a series of reduction gears. • Integrated Electric Prop - Propulsion & auxiliary generators are replaced with only main generators as the prime movers. • Generators convert all the available power into electrical power, which is then sent to a common electrical bus for allocation. ELECTRICAL PROPULSION SYSTEM
- 6. Conventional Propulsion – Series of mechanically connected components and reducing gears ELECTRICAL PROPULSION SYSTEM
- 7. Electrical Propulsion – Electric power system for both propulsion and ship’s auxiliary & weapons services ELECTRICAL PROPULSION SYSTEM
- 8. How is it achieved? • Generating larger capacity Electric power using prime movers viz diesel/gas engines • This integrated pool of Electric power is utilised to meet various power requirements viz ship’s propulsion (through an electric motor), power for weapons, radar and auxiliary • Requirement of Reduction GB & mechanical shaftlines employed in conventional propulsion system is no longer required ELECTRICAL PROPULSION SYSTEM
- 9. (1) Prime Mover (2) Switchboards (3) Convertors (4) Harmonic Filters (5) Pulse Frequency modulators (6) Electric Propulsion Motors (EPMs) (7) Propulsors (Pods or In-Hull) ELECTRICAL PROPULSION SYSTEM
- 10. Broadly classified into three categories • Hybrid Electric Propulsion (viz CODLAG) • All Electric Propulsion (AEP) • Integrated Full Electric Propulsion (IFEP) ELECTRICAL PROPULSION TYPES
- 11. Hybrid Electric Propulsion (CODLAG) • CODLAG arrangement - each shaft driven by gas turbine (for boost mode) and an electric motor (for cruise mode) • Electric drive operated on economical primemovers viz DGs or low power (LP) GTGs • High Speed Diesels or high power GTGs, is used to get boost speeds with fuel economy at higher speed operations. ELECTRICAL PROPULSION TYPES
- 12. Hybrid Electric Propulsion viz CODLAG Configuration ELECTRICAL PROPULSION SYSTEM
- 13. All Electric Propulsion (AEP) • Propulsion Power generators produce power for the propulsion segment • Set of auxiliary generators produce power for the ship’s auxiliaries and feed ELECTRICAL PROPULSION TYPES
- 14. All Electric Propulsion (AEP) architecture ELECTRICAL PROPULSION SYSTEM
- 15. Integrated Full Electric Propulsion (IFEP) • Complete integration of electrical power generated onboard - both the propulsive & ship’s services power are integrated and then utilised • The power is distributed using power buses which are electrically interconnected ELECTRICAL PROPULSION TYPES
- 16. All Electric Propulsion (AEP) architecture ELECTRICAL PROPULSION SYSTEM
- 17. Why qo for IEP? • Commonality of Equipment • Reduced Moving Parts • Redundancy of Gearboxes • Location of Noise Sources • Optimised Utilisation of Prime Movers • Economy of Operations ELECTRICAL PROPULSION SYSTEM
- 18. • Arrangement of generating three phase electricity by GT/DG to power electric motors turning propellers • Eliminates clutches/GB using electrical transmission • Reduces the number of engines needed onboard • Combination of GT & Diesel allows benefits across full range of operational efficiency INTEGRATED FULL ELECTRICAL PROPULSION (IFEP) SYSTEM
- 19. INTEGRATED FULL ELECTRICAL PROPULSION (IFEP) SYSTEM
- 20. INTEGRATED FULL ELECTRICAL PROPULSION (IFEP) SYSTEM
- 21. • The basic components that comprise an effective IEP system are:- COMPONENTS OF IFEP SYSTEM Ser Component Work Performed (a) Prime Mover Gas Turbine/ Diesel Engine (b) Alternator Generates Electricity (c) Switchboard Distributes power for all users including propulsion (d) Convertors Converts supply available to suit the propulsion motors (e) Propulsion Motors Drives the shaft and propeller (f) Propeller Generates thrust as required (shaft is much smaller) *Shaft is entirely missing in prodded propeller designs
- 22. • The basic components an IEP system can be divided as:- COMPONENTS OF IFEP SYSTEM
- 23. Prime Mover To deliver mechanical energy which will be converted into electrical energy • Following Conventional Propulsion Models can be used for generating power in Electric Propulsion plant – Diesel – Gas Turbine – COGOG – CODAG – CODOG – COGAG COMPONENTS OF IFEP SYSTEM
- 24. Diesel Engine • A COMPONENTS OF IFEP SYSTEM
- 25. Gas Turbine • A COMPONENTS OF IFEP SYSTEM
- 26. Combined Diesel And Gas Turbine (CODAG) • A COMPONENTS OF IFEP SYSTEM
- 27. Combined Diesel Or Gas Turbine (CODOG) • A COMPONENTS OF IFEP SYSTEM
- 28. Combined Gas And Gas Turbine (COGAG) • A COMPONENTS OF IFEP SYSTEM
- 29. Propulsion Options for IEP • Following two methods of Electric Propulsion can be used in a ship design:- – Podded Propulsion – In-Hull Propulsion COMPONENTS OF IFEP SYSTEM
- 30. Podded Propulsion COMPONENTS OF IFEP SYSTEM
- 31. Podded Propulsion COMPONENTS OF IFEP SYSTEM
- 32. In-Hull Propulsion COMPONENTS OF IFEP SYSTEM
- 33. Propulsion Motors for IEP • The propulsion motors required for a warship can be of two type ie AC Motor or DC motor. – DC Motor not being widely considered view lack of available brush and slip-ring technology. DC Homopolar Motors – AC Motor two types of AC motors which are being considered for warship propulsion: Permanent Magnet Synchronous Machines (PMSM) Advanced Induction Motor (AIM) COMPONENTS OF IFEP SYSTEM
- 34. Propulsion Motors for IEP Permanent Magnet Synchronous Machines (PMSM) – Permanent magnets embedded in the steel rotor to create a constant magnetic field. – PMSM has good power density and quiet operation. – Presently under development stage and cannot be considered till technology matures itself and prove to be successful. COMPONENTS OF IFEP SYSTEM
- 35. Propulsion Motors for IEP Advanced Induction Motor(PMSM) – Simple and rugged construction – Developed for applications where low speed and high torque are required like ship drive – High Power Density has been achieved thru optimizing electromagnetic design of the rotor – Signature Reduction optimal strategy to control flux to minimize electromagnetic noise COMPONENTS OF IFEP SYSTEM
- 36. Power Converters for Controlling Propulsion Motors • Electric motors required power conversion to provide effective speed control for the motor. • Designed to accurately control the motor’s speed • Various propulsion converters available for IEP are as follows:- – Pulse Width Modulation (PWM) – Cyclo-converter – Synchroconverter COMPONENTS OF IFEP SYSTEM
- 37. Power Converters for Controlling Propulsion Motors Pulse Width Modulation (PWM) • An Indirect Frequency converter • Consist of a rectifier and inverter stage • Has a DC link capacitor to provide constant control voltage • Typically built using IGBTs (or GTOs) • Provides phase voltages with high frequency, little harmonics and smooth motor torque COMPONENTS OF IFEP SYSTEM
- 38. In-Hull Propulsion COMPONENTS OF IFEP SYSTEM
- 39. • The technology is undergoing constant growth with advancements in power electronics and major advantages offered by the technology are as follows – Flexibility of Layout – Fuel Cost – Load diversity – Economical part load running – Ease of Control – Low Noise and Vibrations Characterstics ADVANTAGES OF IFEP SYSTEM
- 40. • The major challenge for inducting Electrical Propulsion Technology are as follows: - – EMI/EMC Control – Safety & Protection – Trained Manpower – High Initial Capital Costs – Additional Components CHALLENGES OF IFEP SYSTEM
- 41. USS ZUMWALT Class (DDG 1000) Destroyer – Two Rolls-Royce MT30 gas turbines (35.4 MW each) – In- Hull Shaft propellers with Advanced Induction Motors EXAMPLE
- 42. UK Daring Class Type 45 Destroyer – Two Rolls-Royce WR21 gas turbines (21.5 MW each) – Two Wartsila12V200 DG (2 MW each) – Two Shaft with GE Power Conversion AIM EXAMPLE
- 43. • IFEP gaining strong foothold in Marine Propulsion and its induction in IN is imminent. Certain issues meriting attention towards adapting IFEP is as follows – Training for handling of MV components inc FF & inclusion of MV concepts/ theory in ab-initio course – Augmentation of training facilities – Restructuring of specialisation courses – Setting up of infrastructure at Dockyards to repair and maintain MV components – Training and Recruitment of qualified personnel in Yard CONCLUSION
- 44. QUESTIONS
Editor's Notes
- Advancement of modern technology in the field of power electronics, power generation and distribution has resulted in significant research and development in marine propulsion systems. Today, the focus is on cost-effective solutions which require low maintenance, manpower and provide longevity, flexibility and scalability. IFEP is one such technology that has been adopted worldwide with various degrees of success, and hence is being considered for induction into Indian Navy as well.
- In today's conventional propulsion systems, power is generated by a diesel or gas turbine engine, which mechanically powers the propeller shaft through a series of reduction gears. Ship's service generators convert mechanical energy into electrical power for combat systems and other loads. In an integrated electric power system, the propulsion and auxiliary generators are replaced with only main generators as the prime movers. These main generators convert all the available power into electrical power, which is then sent to a common electrical bus for allocation.
- In conventional propulsion systems, power is generated by a diesel or gas turbine engine, which mechanically powers the propeller shaft through a series of reduction gears. Ship's service generators convert mechanical energy into electrical power for combat systems and other loads
- Through flexible distribution and switching architecture, the common electrical bus can supply electrical power to both non-propulsion and propulsion electrical loads. For propulsion, electrical power from the bus is sent to a motor drive, where the voltage and frequency of the electrical energy are modified to operate the propulsion motor at a desired speed propulsion motor then converts the electrical energy delivered by the motor into mechanical energy to rotate the propeller shaft.
- The electric propulsion concept is primarily based on principle of employing either a partially or fully integrated Electric power system for both propulsion and ship’s auxiliary & weapons services.
- A hybrid-electric propulsion system architecture comprises of a combination of electric drive with conventional/mechanical drives Electric drive operates on economical primemovers such as DGs or low power (LP) GTGs to optimize overall energy efficiency and radiated noise levels (RNLs) and cost of operation of the propulsion plant during slow and quiet operations whereas the conventional drive operates on high speed diesels (HSDs) or high power (HP) GTGs to get boost speeds with fuel economy at higher speed operations.
- In an All Electric-Propulsion system or AEP architecture, a set of generators (called as Propulsion Power generators) produce power for the propulsion and transmits power to the components of propulsion segment, while another set of ship’s auxiliary services generators produce power for the ship’s auxiliaries and transmit power to ship services including electrical weapon systems.
- IFEP architecture is the latest technology based on complete integration of electrical power generated onboard i.e., both the propulsive power and ship’s services and electrical weapon system power are integrated and then utilised. power quality (frequency and voltage) are maintained within tolerances that permit the bulk of the ship services loads (including weapons) to be served directly or through step-down transformers.
- Total power required for propulsion and other general ship support functions can be provided by one common set of generators. flexible cables as transmission media for electrical energy . Hence no GB/ Rotating/reciprocating parts no longer any necessity to use mechanical gear boxes, which are a considerable source of noise Prime movers in these platforms can be practically located well above the waterline, thereby significantly reduced radiated noise Excess power generated by a source can be utilised by other auxi systems, thus eliminating the need for secondary generators. Helps reduce the life-cycle cost by lowering expenses on fuel and also maintenance costs on associated equipment
- (IFEP) is an arrangement of marine propulsion systems such that gas turbines or diesel generators or both generate three phase electricity which is then used to power electric motors turning either propellers or water-jets. Eliminates the need for clutches and reduces or eliminates the need for gearboxes by using electrical transmission rather than mechanical transmission of energy. Since all the engines produce electricity, It reduces the number of engines needed onboard as compared to traditional arrangements in which one pool of engines provides electricity and another pool of engines provides propulsion. integrated electric propulsion arrangement would include diesel engines as well as gas turbines as prime-movers for the electric generators. As gas turbines are efficient only at or near their maximum power and Diesel generators have the advantage of high efficiency over a wide range of power levels, combination allows utilisation across full range of operational efficieny with reduction in weight/volume and a low-vibration quiet mode of operation
- The function of the prime mover is to deliver mechanical energy which will be converted into electrical energy. Diesel engines have good fuel economy over a wide speed range whereas Gas turbine are efficient at higher speed.
- Diesel engines have good fuel economy over a wide speed range whereas Gas turbine are efficient at higher speed.
- There can be two methods of electric propulsion possible for use in a ship design. The first method uses direct-drive podded propulsors mostly found in commercial shipping and in cruise liners. The second method uses a prime mover and shaft configuration, similar to the mechanical drives found in current surface ships known as in-hull propulsion
- This propulsion type is a combination of steering and propeller system. The pod propulsion unit is fitted in the place of the conventional propeller, and it comprises of an electric motor mounted inside the pod, and the propeller is directly connected to the motor shaft. The pod propeller assembly can rotate 360 degrees at its place making it easier for ships to have an ahead and astern control without needing for reversing the prime mover (here motor) or using a controllable pitch propeller. This capability eliminates the need for a rudder. Although, it cannot be considered for immediate use in IN, view limited technology development in this field for warships however, this method has great potential to be used in future ship designs
- This propulsion type is a combination of steering and propeller system. The pod propulsion unit is fitted in the place of the conventional propeller, and it comprises of an electric motor mounted inside the pod, and the propeller is directly connected to the motor shaft. The pod propeller assembly can rotate 360 degrees at its place making it easier for ships to have an ahead and astern control without needing for reversing the prime mover (here motor) or using a controllable pitch propeller. This capability eliminates the need for a rudder. Although, it cannot be considered for immediate use in IN, view limited technology development in this field for warships however, this method has great potential to be used in future ship designs
- In this configuration, the prime mover is located inside the hull of the ship. Rotational torque is transferred to the propeller by using a shaft that extends aft from the motor and penetrates the hull of the ship. The propeller is connected to the end of the shaft and converts rotational torque into forward and reverse thrust. This method of propulsion requires additional equipment such as shaft bearings at bulkhead penetrations, shaft seals at hull penetrations, and a rudder to provide steering control for the vessel. Although this method still requires the use of a shaft, significant reductions in shaft length are possible due to increased flexibility in locating the prime mover within the ship. This method is presently used in IN submarines and warships of many advanced Navies across the globe
- The propulsion motors required for a warship can be of two type i.e AC Motor or DC motor. There are various types of AC and DC motors that are available in propulsion industry.
- The propulsion motors required for a warship can be of two type i.e AC Motor or DC motor. There are various types of AC and DC motors that are available in propulsion industry.
- Technological advances in power electronics devices are a major factor in power converter technology CYCLO-CONVERTER - Direct frequency changers are known as cyclo-converters. They convert an AC supply of utility frequency to a variable frequency. Not appropriate due to large size onboard, low power factor, complex design SYNCHRO CON - indirect frequency converters that consist of a rectification (AC-DC) and an inversion (DC-AC) stage. A large DC link inductor separates the rectifier and inverter stage. Poor input quality, harmonics output wavefront.
- Technological advances in power electronics devices are a major factor in power converter technology GTO - Gate Turn Off thyristors semiconductor IGBT – Insulated Gate BiPolar Transistor A PWM converter is most suitable convertor for controlling the speed. By controlling the switching signals of the PWM converter, will control the propulsion motor torque and flux and will achieve required shaft speed. The PWM converters has higher, more constant power factor for better efficiency. Also, constant harmonic frequencies to ease any supply filtering required and smaller size and weight
- The technology is undergoing constant growth with advancements in power electronics and major advantages offered by the technology are as follows Flexibility: advantage is that in eletrical transmission, prime mover and generator is constrained by any particulat relation with the load. DA can be ocated at the main deck. 30% reducing in space. Diversity – Power can be fed from less reuired service to more required service without operating another primemover.
- The technology is undergoing constant growth with advancements in power electronics and major advantages offered by the technology are as follows
- In order to harness this technology and accrue maximum benefit from the same, technical support, training and administrative issues are required to be planned and executed in a time bound manner.