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The 16th Marine Industries Conference
2-3 December 2014 - Bandar Abbas
HYBRID PROPULSION SYSTEM FOR NEW GENERATION OF SHIPS
Sirus Silatan1, Pedram Edalat2, Mohammad Rahimi3
1
Sirus Silatan, Faculty of Marine Science, Petroleum University of Technology;
[email protected] 2
Pedram Edalat, Faculty of Marine Science, Petroleum University of Technology;
[email protected] 3
Mohammad Rahimi, Faculty of Marine Engineering, Amirkabir University of Technology;
[email protected] Abstract
Because of reduced fuel consumption, increasing of the fuel costs and growing of the environmental concerns,
reduced environmental pollution and increase in life of a vessel’s propulsion system, led energy consumption to
become one of the most important subjects of the modern and developed countries and Hybrid system has been
applied on vessels. Use of two or more energy sources is the main property of a hybrid system. Different
combinations of Internal Combustion Engines (ICE), Steam Turbine (ST), Gas Turbine (GT), fuel piles with
Electric Motor (EM) can be used for different transportation vehicles. A hybrid vessel system can be either
combination of DE and EM or GT and EM. So each one of CODLOD/ CODLAD/ CODLOG/ or CODLAG
systems can be called a hybrid system. A frigate (as a vessel) needs different speeds in different positions, cases
and situations. Every situation needs different modes for a vessel. So the typical hybrid operation modes (PTI
booster mode, Generator mode (or PTO-mode), Electrical mode and Electrical cross-connection mode (Electric
Shaft) will be introduced.
Keywords: Hybrid system, CODLOD, CODLAD, CODLOG, CODLAG
Introduction
Increasing of the fuel costs and growing of the environmental concerns, led energy consumption to become one
of the most important subjects of the modern and developed countries. Land transportation systems are the most
common target of most researchers while over 90% of the world's freight is transported on ships. As an example
over 3.6 billion barrels of fuel are being transported by ships each year [1].
Increased trade tendency to use marine transportation which caused a sharp increase in fuel consumption, energy
crisis in future and increased environmental concerns led designers and ship building companies to design new
propulsion systems. New ship propulsion systems are designed to decrease the fuel consumption. There are
different designs and each one has its advantages and disadvantages which will be discussed in this paper.
Early hybrid propulsion systems were installed on US Navy fleets and aircraft carriers and were used during the
Second World War (1910-1920).
Types of Ship propulsion systems
Common ship propulsion systems which are discussed in this chapter may be listed as below:
(a) Direct Drive (2 Engines), (b) CODOD (Father-Son) (c) CODAD, (e) CODOG, (f) CODAG, (g) COGOG, (h)
COGAG, (i) COSAG (j) HYBRID (include: 1-CODLOD, 2-CODLAD, 3-CODLOG and 4-CODLAG), (k)
CODLADAD, (l) CODLADOG and (m) FULL ELECTRIC PROPULSION SYSTEM
Most of these systems are capable of sailing in three main operational modes: high speed mode, cruise mode and
silent speed operational mode.
Ship Hybrid Systems
Because of reduced fuel consumption, fuel cost, reduced environmental pollution and increase in life of a
vessel’s propulsion system, Hybrid system has been applied on vessels. Number of fuel bunkering is important
for a frigate so that it can operate far from the base. Time is critical in a battle. Bunkering of a frigate causes loss
of time and added costs. A frigate propulsion system should have lowest fuel consumption and highest
efficiency. A Hybrid system has all of these properties. Hybrid vessel propulsion system has many differences
with hybrid cars or trains. Use of two or more energy sources is the main property of a hybrid system. Different
combinations of Internal Combustion Engines (ICE), Steam Turbine (ST), Gas Turbine (GT), fuel piles with
Electric Motor (EM) can be used for different transportation vehicles. A hybrid vessel system can be either
combination of DE and EM or GT and EM. So each one of CODLOD/ CODLAD/ CODLOG/ or CODLAG
systems can be called a hybrid system. Hereinafter means of hybrid system is just vessel's hybrid system. In
hybrid systems, required electricity for Electric Motor or others is being produced by Generators. These
generators can be either Diesel Generator or Gas turbine generator or combination of them. Use of these types of
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generators is related to vessels property such as engine room dimensions, generators power, propulsion system
and etc. In HS system, Electric motor is an electric machine. This electric machine is rotating a propeller usually
but in some cases it can be operated as a generator. Electricity produced by electric machine in generator mode
can be used in accommodating other parts of vessel. Power produced by DG, EM or GT can be transmitted to
Gear Box by clutches and cause the propeller to rotate. In response to circumstance and need of vessel for power,
each clutch can be engaged or disengaged. RPM is reduced to suitable value by Gear box. Different types of
hybrid system and their parts are shown in Fig 1.
Fig1. A hybrid propulsion system (CODLAG) [2]
Before introducing different types of hybrid system, an introduction to vessel speeds.
Vessel speed order is shown in Tab 1. Log of operating time in every speed along life time of vessel and its
needful power per total power are shown in Table 1.
According to Table 1, usage of electric motor in high efficiency for low speeds that is most time of operating
speed of vessel and one or more DE or GT for high speeds is reasonable. All of above reasons justify applying
hybrid system on vessels.
Table 1. Ship speed[2]
Task Speed Time Power
Transit, Interception,
15 - 20 knots 5% 30 - 100 % of MCR*
SAR
Patrolling in operational
12 - 15 knots 20 % 15 - 30 % of MCR*
zone
Loitering in operational
0 - 12 knots 75 % <15 % of MCR*
zone
*MCR - Maximum Continuous Rating
Different Ship Hybrid Systems
Hybrid systems can be divided to 4 types: (i) CODLOD, (ii) CODLAD, (iii) CODLOG and (iv) CODLAG.
The two first systems are combination of diesel engine and electrical motor but the second two systems are
combination of electric motor and gas turbine.
i) CODLOD (Combined Of Diesel-Electric Or Diesel engine)
This system is a combination of electrical motor and diesel engine. Power transmission to propeller is either
diesel engine power or electrical motor power. Electrical motors are used for low speed and diesel engines are
used for high speed. This system is shown in Fig 2.
Fig 2. Schematic CODLOD propulsion system. Fig 3. CODLAD propulsion system[3].
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ii) CODLAD (Combined Diesel-Electric And Diesel engine)
In this system power of diesel engine of electrical motor can be transmitted to propeller in parallel. It means that
engine and motor powers can be used at the same time. So gear box in this system is more complex than
CODLOD system. CODLAD system is shown in Fig 3.
iii) CODLOG (Combined Diesel-Electric Or Gas turbine)
This system is combination of EM and GT. EM is used in low speed and GT is used in high speed. This system
is very suitable and prevalent for most frigates (such as FREMM Frigate). A CODLOG system is shown in Fig
4.
Fig 4. CODLOG propulsion system Fig 5. CODLAG propulsion system[4]
iv) CODLAG (Combined Diesel-Electric and Gas Turbine)
This system is combination of EM and GT. EM is used in low speed and GT is used in high speed and both of
them are used for reaching maximum speed. This system can be designed by one or two GTs. Because of usage
of GT and EM powers at the same time, Gear box is more complex in this system than CODLOG system (It is
used in German navyF125. see Fig 5).
So hybrid system can has different combinations.
Typical Hybrid ship operation modes
A frigate needs different speeds in different positions, cases and situations. Every situation needs different modes
for a vessel. In continuation, the typical hybrid operation modes will be introduced.
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 support the propeller. The Gen.sets deliver the electric power,
both for propulsion and the vessel’s consumption. The PTI booster mode mainly increases the flexibility of the
propulsion system for peak loads (Fig 6).
Fig 6. PTI booster mode
Fig 7. Generator mode (PTO-mode)
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 consumption. This mode is selected for transit sailing. It allows high loading of the main engine, running
with low specific fuel consumption and therefore with minimal emissions. This also prolongs the maintenance
period of the Gen.sets and gives an additional redundancy for the electric power generation (Fig 7).
3- Electrical mode
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The electric propulsion motor is mainly used at low speeds. It uses the power produced by the Gen.sets 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 Gen.sets. When using variable-speed E-motors the propeller can be operated on the
combinator curve with higher propulsion efficiency, lower noise and lower vibrations emissions. 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)” functionality can easily be achieved as well (Fig 8).
Fig 8. Electrical mode Fig 9. Electrical cross-connection mode
4- Electrical cross-connection mode (Electric Shaft)
In the case of a twin propeller application there is a possibility 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 flexibility to the complete propulsion system.[5]
for other hybrid system types may occur same modes with a little difference. For example in CODLOG or
CODLAG systems GT can be play as diesel engine as above (Fig 9).
For better understanding, power per speed diagram of AUSTAL MRV 80 will be studied.
Figure 10 shows that at low speeds (point 1) the propulsion power required is not high. Providing the 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 Gen.sets. They are usually
smaller than the main engine and can therefore be operated with a higher specific loading. If, for example, both
the main engine and the auxiliary Gen.sets 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 optimized for fuel consumption. Usually a
shaft alternator is also connected to the gearbox (PTO) as this
is the most economic way to supply power to the propeller and
to the vessel’s consumers. At high speeds (point 3) the shaft
machine can be used as an electric motor for boosting, which
gives extra power to the propeller.
Above diagram and its explanations can be told for CODLOG
or CODLAG system but with a difference that GT should be Fig 10. Power per speed of AUSTAL MRV 80[2]
run as a diesel engine.
Comparison of Hybrid Systems
a) Compare of Hybrid System and another systems
Fully electrical and fully mechanical systems are the most used systems in transportation. in this part hybrid
system is compared with both of the mentioned systems.
a-1 comparison of hybrid system and fully electrical system
Using of recyclable energy sources is the first way to reduce emissions. Full electrically powered vehicles are
seen to be the best way of reducing emissions. But recharging of these vehicles in long distances is the main
trouble. for example suppose that an electrically powered car should travel a long distance, limitation in numbers
of batteries which can be carried and their charging capacity are the serious problems. but because of using two
or more energy sources, a hybrid system can resolve above problems and it can also operate with higher
efficiency in comparison with a fully electrical system. lower speed and higher cost of a fully electrical system,
are the other problems in front of a hybrid system.
a-2 Comparison of hybrid system and mechanical system
According to researches and the above description a hybrid system has many advantages in comparison with a
fully mechanical system which some of them are mentioned in this part.
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as it was mentioned before, one of the most important advantages of a hybrid system is its low Specific Fuel
Consumption (SFC) if compared with a fully mechanical system. usage of different energy sources (electricity,
fuel oil, gas or steam and etc) and different power source (EM, ICE,DE, GT and etc) at their highest efficiency
causes a reduction in emission production. so it can be resulted that a hybrid system is more clear than a fully
mechanical system. a hybrid system doesn't require an electricity connection for charging the batteries and this
flexibility of a hybrid system is the cause of its popularity for being used in personal cars or in transportation
vehicles around the world. a hybrid system is able to travel a longer distance and it can switch its power source
after finishing the fuel oil or ICE (or Main Engine) being stopped, it can continue the way with lower speed
using the energy from its batteries. So hybrid vehicles can travel more distances in comparison with fully
mechanical vehicles by one time fuel charging (or bunkering). Moreover in a hybrid system batteries can be
charged while the car is moving or stopped, so the batteries will never be fully discharged.
So every system has its own advantages and disadvantages as is mentioned in Table 2.
Table 2. Comparison of electrical, mechanical and hybrid systems
Fuel Ease of Maintenance Maintenance Complex
Pollution speed displacement
consumption maintenance need cost equipment
Mechanical
High High High Mid Easy Low Low Low
system
Hybrid
Mid Mid Mid High Normal High Mid Mid
system
Electrical
Low Low Low Low Hard Mid High High
system
b) Power
Table 3 shows an overview of different propulsion system installations comparing hybrid mechanical and hybrid
electric propulsion. Mechanical systems were continuously developed until approximately one decade ago from
simple CODAD solutions to highly complex CODAG arrangements with a cross connect gear. In parallel,
electric systems were increasingly accepted throughout the maritime world. Any of the listed configurations have
their specific advantages and should be considered reflecting the vessel’s needs. Driving factor for the selection
of a certain configuration is not only low investment cost but also life cycle cost considering specific fuel
consumption, maintenance intensity and overhaul periods as well as reliability and redundancy. The missions
determine the platform, the platform determines the propulsion system and the propulsion system determines the
reduction gear system. The potential prime movers in a propulsion system given their weights, dimensions and
performance are individually selected.
Table 3. Propulsion system variants and existing applications for surface combatants [6]
Installed power range,
Propulsion type Description Typical application
MW
Combined electric motor or diesel DE 5 ... 10 - Netherlands Navy OPV
CODELOD
engine EM 0.3 ... 0.6 - Korean Coast Guard OPV
Combined electric motor And DE 5 ... 10
CODELAD
diesel engine EM 0.7 ... 1.5
Combined diesel engine Or Gas DE 2.5 ... 9 - German Navy F123
CODOG
turbine GT 15 ... 22 - ROKN FFX
With cross connected gear:
- German Navy f124
- U.S. Coast Guard NSC
Combined diesel engine And Gas DE 5 ... 9 - U.S. Navy
CODAG
turbine GT 20 ... 36 Without cross connecter
gear:
- Lockheed Martin LCS
- Austal LCS
Combined electric motor or Gas EM 2 ... 3
CODELOG - Italian Navy FREMM
turbine GT 20 ... 32
Combined electric motor And Gas EM 4 ... 6
CODELAG - German Navy F125
turbine GT 20 ... 25
c) Fuel consumption
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Considering the specific fuel consumption of the prime movers for the four propulsion configurations, the fuel
consumption per nautical mile vs. vessel speed is shown in Figure 11. Gear efficiency is considered for all fuel
consumption figures; electrical conversion losses are taken account for with the CODELOD and CODELAG
solutions. In a patrol of 5000 nm according to the mission profile listed in Table 1, the frigate would consume
fuel (propulsion only) as listed in Table 4 for the different propulsion systems. The overall consumption is very
close for all configurations.
Figure 11. Specific fuel consumption [6]
Table 4. Total fuel consumption for a 5000 nm patrol in metric tons
CODELAG CODAG
CODAD CODELOD CODAG
w/CC w/CC
5000 nm patrol
680 663 703 717 722
(tons)
d) Pollution
As it has been told in above, hybrid system high efficiency leads to low fuel consumption and it causes reduction
in environmental pollution due to low emission. International Maritime Organization (IMO) has very stringent
rules for environmental pollution prevention. Annex vi MARPOL is related to AIR POLLUTON PREVENTION
and it is obligatory that all oceanic vessels NOx should be less than 4.3 gr /kwh and SOx should be less than 1%
in ECA (Emission Control Area). So the hybrid systems can be adapted by these rules and regulations simply.
Fig 12. ECA (Emission Control Area)
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e) Power and Speed
Five different propulsion system arrangements are investigated as potential solutions for the frigate’s power
plant. The features and performance of each arrangement are evaluated against pertinent parameters listed
earlier. Table 5 shows an overview of the subject arrangements.
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Table 5. Propulsion system variants [6]
CODAD CODELOD CODOG CODELAG with CC CODAG with CC
`HRF2 MW RPM Fuel1) g/KWh NO Power, MW NO Power, MW NO Power, MW NO Power, MW NO Power, MW
DE 20V 9.1 1150 195 4 36.4 4 36.4 0 2 18.2
DE 12V 5.4 1000 195 2 (10.8)
GT1 21 3600 225 2 42 0 1 21
GT2 32 3300 225 1 32
GEN-SET DE
5.2 1000 2252) 1 (5.2)
12V
Electric motor 1 2.4 1800 2283) 2 (4.8)
3)
Electric motor 2 4.7 150 228 2 9.4
Total input shaft
36.4 36.4 42 41.4 39.2
power
Max speed. kts 28.0 28.0 29.4 29.2 29.0
NOTES:
1) At nominal load.
2) Generator efficiency considered.
3) Generator, convertor, and electric motor efficiency considered.
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The 16th Marine Industries Conference (MIC2014)
2-5 December 2014 - Bandar Abbas
Conclusions
By compare of different types of ship propulsion systems can find that Hybrid System has less Specific Fuel
Consumption (SFC), lowest pollution, highest efficiency, good power output and varied arrangement
capability in ship engine room than other systems. So can express that Hybrid System is a proper system with
high efficiency.
According to researches and the above description a hybrid system has many advantages in comparison with a
fully mechanical and full electrical systems which some of them are mentioned in this paper.
New ship propulsion systems are designed to decrease the fuel consumption and hybrid system (with different
arrangement) is the best system to this purpose.
Hybrid system has more latitude for arrangement of machinery in engine room of vessel.
A vessel needs different speeds in different positions, cases and situations. Every situation needs different
modes for a vessel.
Due to different Hybrid System modes and speeds, it can be a proper propulsion system for frigates.
List of Symbols
CODLAD Combined Of Diesel-Electric And Diesel engine
CODLAG Combined Of Diesel-Electric And Gas turbine
CODLOD Combined Of Diesel-Electric Or Diesel engine
CODLOG Combined Of Diesel-Electric Or Gas turbine
DE Diesel Engine for propulsion
DG Diesel-Generator set for electric power generation
EM Electrical Machine for propulsion
GT Gas Turbine for propulsion
GT-G Gas Turbine-Generator set for electric power generation
ICE Internal Combustion Engines
ST Steam Turbine
References:
[1] Benjamin Houston Gully, " Hybrid Powertrain Performance Analysis for Naval and Commercial Ocean-Going
Vessels ", Ph.D. Thesis, The University of Texas at Austin, August 2012
[2] Hubert F. Ohmayer , " Propulsion System Choices for modern Naval Vessels " , MTU Company, Washington,
November 2012
[3] MAN Diesel & Turbo, " Hybrid Propulsion, Flexibility and maximum efficiency optimally combined " , MAN
Company brochure, 2010
[4] Sven De Breucker, Eefje Peeters and Johan Driesen, " Possible applications of Plug-in Hybrid Electric Ships ",
Ph.D. Thesis, KULeuven, ESAT – Electa, Kasteelpark Arenberg 10 , B-3001 Heverlee, 2004
[5] Bas Kwasieckyj, " Hybrid propulsion systems, efficiency analysis and design methodology of hybrid propulsion
systems " , Master Thesis, Delft University of Technology, Conducted at MAN Diesel & Turbo SE, Augsburg,
March 2013
[6] B. Pinnekamp, F. Hoppe and, M. Heger and RENK AG," Combined Marine Propulsion Systems: Optimization and
Validation by Simulation ", American Gear Manufacturers Association, October 2012
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