Abstract
Interest in designing more efficient and versatile ships comes from increasingly stringent regulations on emissions. In this context, a possible solution to overcome these limits may be the replacement of marine propulsion systems based on diesel engines with hybrid architectures. This paper provides a dynamic analysis of a hybrid marine propulsion system (HPS) consisting of an internal combustion engine and an electric engine coupled with a battery pack. A dynamic simulation of a daily working cycle was carried out based on a real load demand. The instantaneous behavior of each component was evaluated. A brief summary of the HPS performance, varying the battery pack capacity, was provided together with an estimation of its impact on the system efficiency. Referring to this last point, the adoption of a hybrid system has permitted a decrease in the specific consumption, on a given route, of about 2% with respect to the case where the propulsion is entrusted only to the diesel engine.
Highlights
Maritime transport has been a fundamental element of human civilization throughout its history, enabling rapid movement for people, growth in trade and the exploration of new territories
Hybrid propulsion allows navigation and maneuvers within ports and protected areas in full electrical mode, without acoustic and pollutant emissions. This is achieved with further advantages in term of fuel consumption reduction. To quantify these benefits provided by the hybrid marine propulsion system (HPS), due to a higher mean efficiency, the reference case is represented by the diesel engine utilization to cover the overall working cycle considered
This paper provides a dynamic analysis of a hybrid propulsion system which integrates an internal combustion engine and an electric motor supported by a battery pack
Summary
Maritime transport has been a fundamental element of human civilization throughout its history, enabling rapid movement for people, growth in trade and the exploration of new territories. The motors can be used both simultaneously and separately; in most cases the electric component is used at low speeds whereas the ICE is used at high speeds, while the coupled use is available in cases of additional requested power [30] This architecture reduces the number of components compared to the series hybrid one and allows the optimization of the size of every energy source [29]. The hybrid architecture analyzed in this research work is a parallel one, with the possibility of completely detaching the ICE from the transmission shaft in case of full electric propulsion. This architecture allows switching between the two engines, but not their simultaneous exploitation
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