© Wärtsilä ASNE November 2004 Advanced Naval Propulsion Symposium By: Teus van Beek Hanno Schooman Dick Boardman Hybrid Propulsion System

© Wärtsilä Lips Defence 2 Outline  Introduction  Basic Characteristics of Propellers and Waterjets  Examples of Hybrid Propulsion Systems  The SAN MEKO Corvette  The MEKO Propulsion Drive  Conclusions  Questions

© Wärtsilä Lips Defence 3 Introduction: Hybrid Propulsion System Typical Hybrid Propulsion System

© Wärtsilä Lips Defence 4 Introduction Design Application Questions For Any Vessel: General Vessel Applications:  How to balance the operational requirements of cruising with an overall high efficiency verus good high-speed performance with a diesel and/or gas turbine propulsion plant while providing operational flexibility and system redundancy over a wide speed range (non-electric drive)?  At low/medium speed - propellers have good efficiency but the diesel engines are not loaded for optimum performance and the gas turbines are more lightly loaded and less efficient  At high-speeds waterjets demonstrate good efficiency but they are less efficient at low speeds For Naval Vessels  How to optimize the propeller noise around 20-knots – generally larger propellers are more quiet than smaller ones for the same power density however tip clearance and matching large propellers to the ship geometry has limitations.

© Wärtsilä Lips Defence 5 Propeller Applications Overall Propulsive Efficiency Vs Ship Speed: Typical Frigates SpeedFrigate AFrigate BFrigate CFrigate D *0.65*0.67*  Based on shaft power supplied to the propuslor  * Without cavitation breakdown Propellers Max Ship Speed ~ 40 knots

© Wärtsilä Lips Defence 6 Waterjets Waterjet Efficiency Increases with Ship Speed Waterjet Designs Exist for Ship Speed Knots

© Wärtsilä Lips Defence 7 Example: Hybrid Propulsion Systems Vessel: 95m Aquastrada TMV95 Waterjet: 1 x LJ135DL Power: 1 x kW CPP’s: D2500 mm D-DM/775 High-Skew Power: 2 x kW Engines: 3 x MTU 16V 1163TB73L Vs (loaded) : 30 knots Rodriquez Design Built by De Poli Waterjet with Twin CPP

© Wärtsilä Lips Defence 8 Example: Hybrid Propulsion System Feadship 46m Monohull”Detroit Eagle” Waterjet: 1xLJ95DL + 2xFPP Power: 1 X kW + 2 x KW Vs : 32 knots Booster Waterjet with Twin FPP

© Wärtsilä Lips Defence 9 Example: Hybrid Propulsion System Feadship 86m Motoryacht Waterjet : 1xLJ210E ( kW) Props : 2xH S CPP(2x4.640 kW) Vs : 32 knots Booster Waterjet and Twin CPP

© Wärtsilä Lips Defence 10 Example: Hybrid Propulsion Systems Naval Application: Multi-Purpose Frigate Project Vmax:30 Knots + for Max. Installed Power of 44 MW Mission Profile V (kn)Time % under over 285

© Wärtsilä Lips Defence 11 Examples: Hybrid Propulsion System Study Possible Propulsion Systems WJPropellers Combination Max Speed N°PowerN°Power Props only 1217,519and20 kn or15 kn and18 kn and24 kn* or15 kn** and21 kn Option 4 provides the best sprint speed at lowest installed power

© Wärtsilä Lips Defence 12 Examples: Hybrid Propulsion System Study Proposed Propulsor Solutions WJPropellersComments N° Ø m Max rpm 12210E E23229Feathering 31290E E E Feathering 62210E N°4 is optimum in weight and price

© Wärtsilä Lips Defence 13 MEKO-200 Corvette Naval Application Hybrid Solution: The MEKO-200 Corvette South African Navy Valour Class AMATOLA SAT

© Wärtsilä Lips Defence 14 MEKO 200 : SA Navy Shipyard : B & V / HDW Waterjet type : LJ210E Gas turbine : kW 2 x CPP : kW/ CPP Displacement : 3690tons LOA :121m Design Speed :29 Knots + MEKO-200 Corvette

© Wärtsilä Lips Defence 15 MEKO-200 Corvette Stern Inboard Profile

© Wärtsilä Lips Defence 16 MEKO-200 Corvette Model Tests

© Wärtsilä Lips Defence 17 MEKO 200 Corvette Statorbowl / Closing device (Weight ± 15 t) Jetavator / reverse bucket (Weight ± 7,5 t) Other main assemblies Shaft / Impeller assembly : ± 15 t Intermediate shafts : ± 8,5 t Seatring : ± 4,5 t Seal group : ± 500 kg Thrust bearing box : ± 3,5 t Weight Summary (total 56 t) Closure Device Reverse is 3 Sec at Full Power

© Wärtsilä Lips Defence 18 MEKO 200 Corvette - LJ210E Production Stator Bowl Outer Bowl Inner Bowl Impeller D = 2.8 [m]

© Wärtsilä Lips Defence 19 MEKO LJ210E FAT Factory Acceptance Test

© Wärtsilä Lips Defence 20 MEKO-200 Corvette Gas Turbine Exhaust

© Wärtsilä Lips Defence 21 Design Issues of Hybrid Propulsion Systems MEKO 200 In Service

© Wärtsilä Lips Defence 22 Design Issues of Hybrid Propulsion Systems Link to Video

© Wärtsilä Lips Defence 23 MEKO-200 Corvette Operational Mode Flexibility

© Wärtsilä Lips Defence 24 Speed / Power CODAG WARP Ship Speed (knots) Power Pb (MW) Manoeuvre Mode (2 DE) Single DE Mode CODAG WARP Mode 2 DE + 1 GT Single GT Mode MEKO-200 Corvette (Waterjets And Refined Propellers)

© Wärtsilä Lips Defence 25 Design Issues of Hybrid Propulsion Systems Propulsor Cost Comparison 1 x 210E WJ + 2 Propellers and Shaftlines: 100% 2 X Conventional Propellers: 75%  Higher Direct Costs are Balanced by Lower Operating Cost  Waterjet is Used Only for Sprint Speed With Optimal Efficiency  Propellers are Lightly Loaded At Max Speed for Noise Reduction  Cavitation and Noise at Sprint Speed in Better with Hybrid  For The Same Noise Levels Larger Propellers Would Be Required  Closure Device Reduces Drag on Waterjet When Not Employed

© Wärtsilä Lips Defence 26 Design Issues of Hybrid Propulsion Systems Design Issues:  Propeller efficiency: how to use the props at their best efficiency when operating combined with the boosterjet?  Two possibilties: change or not to change the pitch setting?  The boosterjet thrust has to be substracted from the ship resistance to investigate the propeller performance.  If one decides not to change pitch the new resistance curve and the propeller efficiency curve result in a sometimes lower efficiency  If one chooses to change pitch the props rpm at max speed can be the same for the diesel only and for the combined mode

© Wärtsilä Lips Defence 27 Design Issues of Hybrid Propulsion Systems Design Issues (propeller efficiency)  For the Valour Class Corvettes Constant Pitch CPP Operation Has Been Selected.  This Results in an Increase in Max RPM of 7.5%. And The loss in Efficiency of 4%.  The Main Consequence is the Need for Two Different Gear Ratios for the Two Sailing Modes

© Wärtsilä Lips Defence 28 Design Issues of Hybrid Propulsion Systems Other Issues:  Waterjet Entrained Water When Not Employed  LJ210E Waterjet Weight (45 tons dry)  Forces Acting on The Transom if the Waterjet is Steerable  Reversing Mechanisms and Support Structure

© Wärtsilä Lips Defence 29 Design Issues of Hybrid Propulsion Systems Advantages of 1 Booster Waterjet + 2 Propellers Compared With A Conventional 2-CPP Installation  Operational Flexibility  Low Noise  Redundancy  Low Infrared Signature  Easy Engine Room Design Compared With CODOG

© Wärtsilä Lips Defence 30 3 Diesel Engine Gearbox Gas Turbine Generator Installation Design Issues of Hybrid Propulsion Systems

© Wärtsilä Lips Defence Ship Speed (knots ) ( % ) 80 % of the Operating Time One DE drives both shafts Design Issues of Hybrid Propulsion Systems

© Wärtsilä Lips Defence 32 Typical Waterjet Cross Section Jetavator Reverse Plate Rubber Bearing Stator Bowl Transom Impeller Seatring Inlet Duct Shaft Shaft seal Thrust bearing

© Wärtsilä Lips Defence 33 Conclusions Conclusions:  Is the CPP + Waterjet Hybrid Propulsion System Applicable to Any Multipurpose Ship?....Most Likely Not.  The Hybrid System is just One More Solution Option Offered When Flexibility is One of the Driving Design Parameters.  For Corvettes or Frigates it Offers an Elegant Alternative to CODOG or CODAG for Flexilibility and Efficiency Over a Wide Range of Ship Speeds.  Other World Navies Are Now Considering This Type of Hybrid Solution for 2 to 5000 ton Muti-purpose Combatants.

© Wärtsilä Lips Defence 34 Hybrid Propulsion Systems Questions: