A prototype for a self-sufficient sailing livingboat in water, fuel and electricity
Document typeMaster thesis
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As VPLP Design has always dreamt of living in the ocean without damaging it, they decided to bring the marine industry a step further by developing a project of a self-sufficient sailing boat. In this thesis, the development of a virtual prototype based on an existing catamaran (Outremer 55) has been studied. The elaboration of such a boat was a double challenge: it requires to meet both passenger’s living and transport demand. The aim was to demonstrate the achievable performances of such a prototype with current technologies. The first step was to look at the Outremer 55’s consumption. By adapting several customer decisions, the electrical consumption has been reduced from 30,5 to 25,5 kWh/d for navigations and from to 52,6 to 22,6 kWh/d for anchoring situations. Similarly, the daily use of fresh water has been reduced from 379 to 206 L/d. In order to meet transport needs, diesel engines have been replaced by 60 kW of Oceanvolt Servoprop drives allowing a maximum speed of 10,3 kts. Though, the advised speed was set to 7 kts in order to reduce the consumption to 11,8 kW. The second step was to find the optimal production technologies, estimate their capacity and production levels. Two mains technologies have been selected: solar PV panels and hydrogenerators. With a maximum capacity installed of 7,53 kW, solar panels are able to produce on average 38,2 kWh/d in Mediterranean summer conditions. By using 2 Servoprop drives in hydrogeneration mode, the production can be completed with up to 16 kW. On average, a sailing speed of 8 kts and its respective production of 3,2 kW were considered. The last step of the E-Outremer 55’s creation was to include suitable energy storage technologies in order to provide at least 5 days of anchoring consumption or 10 h of engine navigation at 7 kts. For this purpose a 100% electric version with 121,6 kWh of batteries capacity (72,4 NM at 7 kts) has been created. In addition to the 100% electric version, a hybrid electric-hydrogen version (185,1 NM) and a hybrid electric-fuel version (353,9 NM) have been created. The 3 different versions have been tested in real life conditions with a simulation tool using real weather data and the boat characteristics. For a Mediterranean and a Transatlantic trip, results are showing that all versions have great potential. Thanks to the boat’s high performance and production technologies, all versions have virtually travelled during days without any issues excepted the excess of energy production. With the hybrid electric-hydrogen, the excess of energy can be easily stored in the form of high pressure hydrogen. For the other versions, this excess needs to be curtailed when the batteries are fully charged. In conclusion, the hybrid electric-fuel appears like a transition technology for high standard customers. The 100% electric version appears to be completely achievable with today’s technologies while the electrichydrogen version could be tomorrow’s solution with a further development of the technologies.
SubjectsNaval architecture, Ship propulsion -- Renewable energy sources, Arquitectura naval, Vaixells -- Propulsió -- Energies renovables
DegreeMÀSTER UNIVERSITARI EN ENGINYERIA DE L'ENERGIA (Pla 2013)