annual meeting of marine technology himt wartsila propulsion systems

ANNUAL MEETING OF MARINE TECHNOLOGY
HIMT
27 NOVEMBER 2012, ATHENS, GREECE
WARTSILA PROPULSION SYSTEMS
ELIAS BOLETIS
DIRECTOR PROPULSION R&D
BUSINESS LINE PROPULSION/ SHIP POWER
WARTSILA CORPORATION
1 © Wärtsilä
November 2012 E. Boletis BL Propulsion

3 © Wärtsilä
November 2012 E. Boletis BL PROPULSION

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4 © Wärtsilä
6 September 2012 E. Boletis BL PROPULSION

Wartsila: The only complete marine offering
Service
agreements
Ship design
Communication
and control
Flow & gas
solutions
Propulsion
+ DP +
Manoeuvring
Environmental
solutions
Automation
Engines
Seals &
bearings
Power
distribution
Power drives
5

New Base Propulsion Products for Integrated Designs
Marine
Gear
Boxes
- Single stage reduction
- Hybrid - two stage reduction
- Two in - single out
Propellers
- All applications (FPP, CPP)
- Heavy Duty
- Ice capability
- Customized as required
- Efficiency enhancement
Thrusters
- Low Initial Cost
- Optimized for ship designs
- Ice class as required
- Retractable or
Under Water Demountable
- Both Steerable and Tunnel
8 © Wärtsilä November 2012 E. Boletis BL Propulsion

Re- newed Thruster Portfolio
High efficiency Tunnel Thrusters
Reliable, Under- water demountables
Low cost, enhanced
functionality Steerables

Constant versus variable speed operation
< 5%
For controllable pitch propellers, operation at
a constant number of revolutions over a wide ship
speed reduces efficiency. Reduction of the
number of revolutions at reduced ship speed will
give fuel savings.
Saves 5% fuel, depending on actual
operating conditions.
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Optimisation of Propeller and hull interaction
< 4%
The propeller and the ship interact. The
acceleration of water due to propeller action can
have a negative effect on the resistance of the
ship or appendages. This effect can today be
predicted and analysed more accurately using
computational techniques.
Redesigning the hull, appendages and propeller
together will at low cost improve performance by
up to 4%.
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Advanced propeller blade sections
< 2%
Advanced blade sections will improve the
cavitation performance and frictional
resistance of a propeller blade.
As a result the propeller is more efficient.
Improved propeller efficiency of up to 2%.
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Advanced propeller blade designs
Potential-flow based methods
+ cavitation behaviour
+ computation effort
- performance
- profile drag prediction
- flexibility in geometry
Viscous CFD based methods
+ performance (model & full scale)
+ profile drag prediction
+/- flexibility in geometry handling
- cavitation behaviour
Next generation CFD methods
(including time-dependent
cavitation)
+ performance (model & full scale)
+ profile drag
+ flexible geometry handling
+ cavitation behavior
+ adjoint based profile optimization
- computation effort
• New numerical analysis & design methods need to give proper
prediction of profile lift and drag and cavitation behavior
• This requires viscous methods with implemented cavitation model
• Implementation is planned in Virtual Validation Propulsion project
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28 November 2012

Propeller tip winglets
< 4%
Winglets are known from the aircraft industry.
The design of special tip shapes can now
be based on computational fluid dynamic
calculations which will improve propeller
efficiency.
Improved propeller efficiency of up to 4%.
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Propeller nozzle
< 5%
Installing nozzles shaped like a
wing section around a propeller
will save fuel for ship speeds of
up to 20 knots.
Up to 5% power savings
compared to a vessel
with an open propeller.
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Propeller-rudder combinations
< 4%
The rudder has drag in the order of 5%
of ship resistance. This can be reduced
by 50% by changing the rudder profile and
the propeller. Designing these together with
a rudder bulb will give additional benefits.
This system is called the Energopac®
system.
Improved fuel efficiency of 2% to 6%.
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CRP propulsion
< 12%
Counter rotating propellers consist of a pair of
propellers behind each other that rotate in
opposite directions. The aft propeller recovers
some of the rotational energy in the slipstream
from the forward propeller. The propeller couple
also gives lower propeller loading than for a
single propeller resulting in better efficiency.
CRP propellers can either be mounted on twin
coaxial counter rotating shafts or the aft propeller
can be located on a steerable propulsor aft of a
conventional shaft line.
CRP has been documented as the propulsor
with one of the highest efficiencies. The power
reduction for a single screw vessel is 10% to 15%.
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New Machinery Automation - Tomorrow
Wärtsilä Bridge
DP
Dynamic
Positioning
JOY
Joystick
Redundant bus
BCS
Bridge Control System
Tomorrow
• One machinery automation
platform – UNIC
• One vessel/plant automation
platform – PLC
• Alignment with Wärtsilä Bridge
• Alignment with Wärtsilä
Optimizers
Engine Control Room, ECR
PPU
Propulsion
Performance Unit
ECS
Engine Control
System
New pic
needed!
IAS
Alarm
System
PMS Power
Management
System
Products & solutions
Hierarchical levels
Modular products
Clear interfaces, roles &
responsibilities
Engine room
Local control units
ENGINE ROOM
Gearbox, UNIC
CPP control, UNIC
HCU
HCU
Engine controls,
UNIC
Plantnet
Wärtsilä
Manufacturing agility
Engineering agility
Lifecycles ensured
Customer
TCO efficiency
Solution agility
Quality & sustainability
19 © Wärtsilä 28 November 2012 Presentation name / Author

Transition from model tests to simulations
model scale testing only
thruster
performance
propeller
performance
propulsion
cavitation
resistance
numerical simulations only
2000 2005 2010 2015 2020
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28 November 2012

Concluding Remarks
- Large percent of shipping cost
is fuel (40% in many cases).
- Fuel cost and environment are
the main drivers
- A significant Fuel Saving
Potential exists.
- Propulsive efficiency is a key
issue.
- We would need the combined
Industry effort to take full
advantage of such a Potential.
24 © Wärtsilä
November 2012 E. Boletis BL Propulsion

Symbol explanations
< 4%
An upper percentage for the potential annual saving
in fuel consumption for the entire ship, not looking just
at the saving in one mode for a specific part of the
power demand.
Energy consumption reduction
method applicability:
Methods best suited for new buildings
Measures that can be retrofitted
to an existing vessel
Operational measures
Payback time indication:
Ship types for which the energy
efficiency improvement measure
is well suited.
Short (15 years)
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