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MAN Diesel & Turbo wins first order for HyProp ECO hybrid propulsion system

MAN Diesel & Turbo has won the order for a complete propulsion package for a chemical tanker. As a world-first, the package features a full HyProp ECO system with PTO/PTH (Power Take Off/Power Take Home); HyProp ECO is a hybrid propulsion system.

The system will be employed aboard a 7,500-dwt stainless-steel chemical tanker ordered and operated by IÇDAŞ Çelik Enerji Tersane Ve Ulaşim Sanayi AŞ in Turkey. The propulsion package also features a MAN 6L32/44CR common-rail main engine, a MAN Alpha Kappel propeller and a MAN SCR (Selective Catalytic Reduction) system capable of operating on MGO (marine gas oil), MDO (marine diesel oil) and HFO (heavy fuel oil). A delivery date for the newbuilding has been scheduled for September 2017.

For many applications, a hybrid propulsion system is a good choice, especially when flexibility, performance and efficiency are prized. In a challenging market, we are embracing innovative technology as a means to grow. HyProp ECO is a flexible and powerful system with low first-costs that offers a real alternative to a purely mechanical propulsion solution, while maintaining its benefits.

—Lex Nijsen, Head of Four-Stroke Marine, MAN Diesel & Turbo


In PTO mode, the main engine drives the propeller through a gearbox; a generator connected at the gearbox provides power for the auxiliary load. The engine is the prime mover. PTH refers to a redundant propulsion function in case the main propulsion fails.

HyProp ECO is a system solution that combines a diesel engine with a frequency-converter-driven shaft-alternator/motor and features multiple operational modes. Jointly developed by Vacon and MAN Diesel & Turbo, the system combines the advantages of a bi-directional operating frequency converter for the shaft machine with a high-efficiency CP propeller plant. HyProp ECO is also open for shore connection and the integration of energy storage devices / batteries.

Vacon is a global manufacturer of variable-speed AC drive systems. Its NXC drives have a proven track record in marine applications with reliable performance.

HyProp ECO’s major advantage is that it enables the use of frequency converters of just 30% of the installed alternator/motor power up to full PTO power, according the ship’s individual demand. This solution enables the propeller, as well as the main engine, to run on variable speed (Combinator Curve) at slow ship speeds and still use the PTO as the most economic source of electric-power generation on board. Operating the propeller as well as the diesel engine with reduced speed saves fuel oil.

The typical PD-n diagram and engine operation map here illustrate that reduced speed saves a significant amount of propulsion power as well as fuel oil and emissions when the ship is sailing at slower speeds. Source: MAN Diesel & Turbo. Click to enlarge.

As a bypass around the converter unit is installed, the system suffers no electrical losses when the converter is not in operation. Another advantage is that the total installed GenSet power can be kept low as the HyProp converter allows a smooth start of the shaft machine in PTH-mode without a big voltage drop at the main switchboard. The result is a flexible and powerful system with low first-costs, compared to a conventional-frequency converter solution.

MAN Diesel & Turbo is the world’s leading designer and manufacturer of low- and medium-speed engines; engines from MAN Diesel & Turbo cover an estimated 50% of the power needed for all world trade.



Some of the diesel engines in container ships are three stories high and burn bunker C oil for fuel; with no emission controls. They are huge polluters and should be redesigned perhaps as serial CNG hybrids. I would like to see Man redesign these gross polluters and dump the diesels since one ship produce as much pollution as a million ICEVs.

Jens Stubbe

It is correct that Bunker oil is a scandal. IMO was blocked by Russia and there has been no will to enforce regulation in Europe and USA that combined could easily dictate rules that by and by would be abided around the globe.

The technology to remove soot, SOx and NOx is ready for commercial deployment but makes the ship more expensive and does reduce the efficiency.

Fuel is the most important cost over lifetime and the Diesel engines from Wartsila and MAN are both around 60% efficient.

A Japanese project in research stage many years ago http://www.nanowerk.com/spotlight/spotid=2012.php use the soot for graphite and CNT production - literally tonnes of valuable materials usable to reduce the weight of wind turbine blades, cars, planes etc.

Since the average service life for ships in the international shipping fleet is around 20 years we have to retrofit the existing fleet with less harmful technology.

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