FUNCTION OF THE SYSTEM
DescriptionThe HARBOUR MODE is used up to approx. 6 knots, in cooperation with the fully automatic Hybrid Mode. The operator can also choose a „Locked Harbour Mode“, where no shift procedure is permitted. The System will than use electrical power up to approximately 11 knots. In this mode the propulsion is only electrically powered with energy supplied by the Hybrid Batteries and the combustion engines stopped and disabled via an electronically controlled magnetic clutch between the combustion engines and the E-Units.
The HYBRID MODE is used from 6 to 11 knots. In this mode one combustion engine is running and is coupled to its E-Unit (with the magnetic clutch closed) and is also coupled to the rest of the propulsion on its specific side propelling the E-Unit and its propeller. On the propulsion side the E-Unit is working as a generator and generates electrical power which is directly delivered to the other propulsion side, where the other E-Unit, now working as an electrical motor, uses the electrical power to propel the second propulsion side without any external electrical power being used by the Hybrid Batteries. Several other modes and functionalities have already been tested and are being used on a dyno stand and in a yacht.
RESULT The result of using this innovative Hybrid Mode as previously described, is that we are able to achieve unparalleled efficiency. To illustrate just how efficient our design is, imagine a ship the needs 100kW of energy to propel it to a speed of 10 knots. This means that each propulsion side needs to create 50kW of energy. Each E-Unit directly coupled to its specific combustion engine is switched as a generator and creates a total of 55kW in order for it to supply the 50kW energy required to be propel the ship. The remaining 5kW electrical power loss, which correlates to only 10% over the entire Hybrid System - relates to only a four percent (4%) loss per E-Unit and a one percent (1%) loss per inverter.
The combustion engine, which propels the E-Unit as a generator and in turn the propeller is forced beyond its propeller demand curve and closer to its maximum power curve, which means it is propelled into a more efficient thermodynamic area. As a result, the specific fuel consumption (g/kWh) drops.
Due to our design, no matter which type of vessel you would require this technology integrated into, whether it be for open sea, or an inland waterbody, as a cargo- or passenger vessel, the total saving in fuel consumption can be as much as 50% over a conventional system, with an estimated fuel consumption for most applications of between 20% and 25%.
Maximum fuel savings and exhaust emission reductions will be seen on inland or river applications. When it comes to exhaust emissions, the most prominent reductions can be seen in Carbon Dioxide, Black Smoke and Hydrocarbon discharge.