Battery Installasjon North Sea Giant

Bakkasund, Austevoll

Tjener rederen meir penger med fornying. Historien viser:

Inspirasjon til batteri

installasjon

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Uten frekvensomformar Med frekvensomformar

kubi

kk d

rivst

off

Drivstoff-forbrukInstallasjon av frekvensomformarar og

frekvenskontrollert trusterepå Atlantic Guardian.

Drivstoff-forbruk redusert fra17m3 til 11m3 og sparer

derfor 6m3 per døgn

Men me vil gjera fartøyet meir miljøvennleg og drivstoffinnsparande

Ennova er med på laget og støtter prosjektet vårt

37 millionarfra

Batteri i modul system fra CorvusLitium batteri med god effektivitet.

Best utnyttelse mellom 80-20% skuffe moduler på ca 50kg. 350 Moduler.Litium batteri kan havarere ved total utlading elle feil ladespenning.

Robustleik• Verste tiltenkte situasjon er tap av to maskinrom.

• Med tre ekstra energikjelder som er konstant «tilgjengeleg» aukar robustleiken til skipet ekvivalent med eit ekstra maskinrom. Dette vil dramatisk senke risiko for «black outs» under operasjon.

• Plass for utvideingar av “moonpool” blir brukt til batteriet.

• In strukturelle endringar I skroget.

• Batteri og frekvensomformarar vart heldt innanfor sine designerte brann og vatninntrengings sikre sonar

Ombygging avmaskinrom for

Batteri

G G G G G G

Hotell Krane

Landstrøm

Maskinrom 1DP sone B

Maskinrom 3DP sone C

Maskinrom 2DP sone A

Batteri 1 Batteri 3 Batteri 2

Switch Frekvens konverter DC-AC levert av Wartsila Dette er ein DC-AC omformer. Denne tar seg av regulering av lading og forbruk. Denne har også

sine begrensninger.

DP Kapasitet

Den urivaliserte DP kapasitet til North Sea Giant blir enda bedre

• Batteri-installasjonen gjør det mulig å redusere «rampetiden» på thruster-stasjonene, slik at ein kan fullt ut dra nytte av Voiths korte responstid

• Meir nøyaktig posisjonering

• redusert fuel konsum.

Comments from DNVGLWe have had an internal workshop reviewing the suggested concept (based on attached documents). We have not identified any “showstoppers”, i.e. we believe it is feasible to continue with developing the concept. Please find our feedback below, (preliminary comments):

1) When the DC system is arranged with closed connection between the redundancy groups (which is of course a prerequisite in order to achieve the intended gain from the installation), we view this as a “closed system” DP 3, which drives a considerable additional analysis/verification/test scope.

2) Rules:The applicable rule date for the ship is July 2008. This will not be changed due to this upgrade, however please note that for closed bus DP 3 systems, this was not handled in the rules before July 2013, and “batteries for DP” was not included in the DP rules until the first DNV GL common rules issued Oct. 2015. Furthermore, for the battery rules, they were found in tentative version only in the legacy DNV rules. Consequently, when upgrading the system to closed DC bus w/ batteries like in this case, all issues related to closed bus operation and batteries will be approved based on DNV GL rules of October 2016. This will also ensure compliance with current industry standard and practice.

1) The vessel must have the Battery(Power) notation, refer DNV GL rules Pt.6 Ch.2 Sec.12) We will request a “DP philosophy” document to be issued and submitted for approval as early as possible in the project. This document is important for us in the continued approval process of

the concept. Note that this document is required (and described) under Pt.6 Ch.3 Sec.1 [1.6.2] table 4. 3) The FMEA analysis and FMEA test procedure must be updated to include the new system. Some important aspects in this connection is:a) An updated detailed description of all (old and new) redundant DP modes, DP 2 and DP 3.b) A thorough ride through capability analysis, considering all relevant consumers’ ability to “ride through” the voltage dip which will occur upon short circuit on the DC side.c) All additional requirements related to closed bus DP2 must be added to the FMEA, as outlined in Pt.6 Ch.3 Sec.1 [8.5.4].d) All additional requirements related to closed bus DP3 must be added to the FMEA, as described in Pt.6 Ch.3 Sec.1 [11] (Appendix A). Note requirements for independent segment protection (dual

barriers), dynamic simulations, short circuit testing and blackout restart.e) All aspects related to the use of batteries for DP, ref. Pt.6 Ch.3 Sec.1 [6.12], [6.13 and [8.3]1) Dynamic computer simulations of short circuit scenarios will be required2) Live short circuit testing will be required to prove ride through capability of the system3) Some technical comments/things to consider that came up in our internal review:a) Ability to synchronize converter when connecting to live AC busb) Possibly reduced available thrust power when on DC due to limitations in transformer? To be taken into consideration by Consequence Analysis if applicable in any mode.c) It is understood that PMS will control charging and discharging of batteries, note that redundancy concept of 3 split shall be here maintained when implementing changes.d) The new DC-links shall be considered as MSB's and thus the rules for Switchgear and Control gear assemblies are applicable (e.g. minimum clearance distances for bar bus bars are different from

semiconductor assembliese) Batteries, DC-links, transformers etc. shall be located in engine room as required for main electrical supply by our rules/SOLAS. Kindly include details about about planned location of installation

of the battery packs, charger and related control.f) Voltage Rating of battery breaker (10.1) is given to be 900V. Then it is assumed that two poles are connected in series to fit the DC bus voltage of 1050V. g) With reference to Wärtsilä system controlling batteries charging and discharging (hereunder certification of Energy Management System), this will fall into “category 1”, i.e. approval engineer

shall participate in certification tests.

Please consider the above, and do not hesitate to contact us if there are questions or need for clarification.

Note that additional to our rules, the following documents are considered relevant for the project:- DNV-RP-D102 (Recommended practice), Failure Mode and Effect Analysis (FMEA)of Redundant Systems- DNVGL-OTG-10 (Offshore Technical Guidance), DP-classed vessels with closed bus-tie(s)

Live short circuit testing will be required to prove ride through capability of the system

TekniskeUtfordringar

Det er tekniske utfordringar med å gå på batteri på eit slikt fartøy.Der er store forbrukarar som skal startast.Det er store bryterar som må justerast for og slå ut ved kortslutning

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Havn Havn medbatteri

Seiling Seiling medbatteri

Operasjon Operasjonmed batteri

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m3

Kalkulerte drivstoffinnsparing, ein besparingar på Ca Nok 7-10 mil

Andre Innsparingar

Innsparingar urea 350.000kr

Innsparingar iNOx 323.000kr

Innsparingarsmørolje 400.000kr

Innsparingarr Driftstimar 700.000kr

Maskin rom 2, to stk 3500Kw motorar

Frå tavlerom som batteri som skal koplast til

Effektivitet Tryggleik Økonomisk drift Karbon-fotavtrykk Drivstoff-forbruk

Eit bærekraftig prosjekt

= Meir attraktivt for miljø og klientar

Oppsumering

• Batteri installasjonen gir diesel besparelse I allemoder

• Reserve kraft og robusthet• Miljøvennleg, mindre utslepp og støy• Mer aktraktiv for klient.

Takk for oppmerksemda