While most water boats are powered by diesel engines, with the power of display and gasoline engines also popular, electrically powered ships have been in use for over 120 years. Electric boats were popular from the 1880s to the 1920s, when internal combustion engines took dominance. Since the energy crisis of the 1970s, interest in this calm and renewable energy source of marine energy continues to increase again, especially when solar cells become available, for the first time allowing motorboats with an unlimited range of sailboats. The first solar boat was probably built in 1975 in England. The first electric sailboat touring around the world, including through the Panama Canal, with only eco-friendly technology is EcoSailingProject.
Video Electric boat
Histori
Awal
An early electric boat was developed by German inventor Moritz von Jacobi in 1839 in St. Petersburg, Russia. It was a 24-foot (7.3 m) boat carrying 14 passengers at 3 miles per hour (4.8 km/h). It was successfully shown to Emperor Nicholas I of Russia on the River Neva.
Golden Age
It took more than 30 years of battery and motor development before the electric boat became a practical proposition. This propulsion method enjoyed something from the golden age from about 1880 to 1920, when a gasoline-powered outboard motor became the dominant method.
Gustave Trouvà ©  ©, a French electrical engineer, patented a small electric motor in 1880. Initially he suggested that the motor could light a set of paddle wheels to propel the boat over the water, and then argue for the use of the propellers, instead.
The Austrian Emigrant to the UK, Anthony Reckenzaun, was instrumental in developing the first practical electric vessel. While working as an engineer for the Electricity Storage Company, he did a lot of original and pioneering work on various forms of electric traction. In 1882 he designed the first significant electric launch driven by storage batteries, and named the vessel Electricity . The boat has a steel hull and is over 7 meters in length. Batteries and electrical appliances are hidden from view under the seating area, improving passenger accommodation. The boats are used for a leisurely ride up and down the Thames and provide a very smooth, clean and quiet ride. The boat can run for six hours and operates at an average speed of 8 miles per hour.
Moritz Immisch founded his company in 1882 in partnership with William Keppel, the 7th Albga Albemarle, specializing in the application of electric motors for transportation. The company employs Magnus Volk as a manager in the development of their electrical launch department. After 12 months of experimental work starting in 1888 with a randan boat, the company commissioned the construction of their hulls equipped with electrical equipment. The world's first electric launch fleet for hire, with a chain of charging stations, was established along the Thames River in the 1880s. The 1893 fun map on the Thames shows 8 "charging stations for power launch" between Kew (Strand-on-the-Green) and Reading (Caversham). The company built its headquarters on an island called Platt's Eyot.
From 1889 to before the First World War, boating and regatta seasons saw electric ships secretly walking downstream.
The company's electric launch is widely used by rich people as a means of conveyance along the river. Grand ships are built of teak or mahogany and are luxuriously furnished, with stained glass windows, silk curtains and velvet cushions. William Sargeant was commissioned by the Immisch company to build Mary Gordon in 1898 for the Leeds City Council for use at Roundhay Park Lake - the ship still survives and is currently being repaired. This 70-foot luxury yacht can carry up to 75 passengers comfortably. Launch is exported elsewhere - they are used in the Lake District and around the world.
In 1893 Chicago World Fair 55 launched developed from the work of Anthony Reckenzaun carrying over one million passengers. The electric boat had an early period of popularity between about 1890 and 1920, before the advent of internal combustion engines pushed them out of most applications.
Most of today's electric vessels are small passenger boats in non-tidal waters at a time when the only alternative to electricity is steam.
Decline
With the emergence of gasoline-powered outboard motors, the use of electric power on ships decreased from the 1920s. However, in some situations, the use of electric boats has been going on from the beginning of the 20th century to the present day. One of them is on the lake KÃÆ'¶nigssee, near Berchtesgaden in southeastern Germany. Here the lake is considered so environmentally sensitive that steam and motorboats have been banned since 1909. In contrast, the Bayerische Seenschifffahrt and its predecessors have operated a power launch fleet to provide public passenger services on the lake.
The first electric-powered submarines built in the 1890s, such as the Spanish Peral submarine, were launched in 1888. Since then, electric power has been used almost exclusively to power submarine submarines (usually with batteries), although diesel is used for directly. lighted the temporary propellers on the surface until the development of diesel-electric transmission by the US Navy in 1928, where propellers are always powered by electric motors, energy derived from batteries when the generator is submerged or diesel when it appears.
The combined use of fuel and electric driving ( combined diesel-electric or gas , or CODLOG) has been gradually extended over the years until some modern liners like the Queen Mary 2 only use electric motors for true propulsion, powered by diesel and gas turbine engines. The advantages include being able to run a fuel engine with optimum speed at all times and be able to install an electric motor in a pod that can be rotated 360 Â ° to improve maneuverability. Notice that this is not really an electric boat, but a variant of electric-electric drive or electric turbine, similar to a diesel or electric drive used on submarines since World War I.
Renaissance
The use of electricity alone to ship stagnant power apart from the use of their outboard as a trolling motor until the Duffy Electric Boat Company of California began mass producing small electric craft in 1968. It was not until 1982 that the Electrical Boat Association was formed and solar-powered boats began to emerge.
Maps Electric boat
Components
The main components of the drive system of any electric-powered boat are similar in all cases, and are similar to the options available for each electric vehicle.
Charger
Electrical energy must be obtained for battery banks from several sources.
- The main charger allows the ship to be charged from coastal power when available. The coastal power plant is subject to much tighter environmental control than the average marine diesel or outboard motor. By buying green electricity it is possible to operate an electric boat using sustainable or renewable energy.
- Solar panels can be built into boats in reasonable areas on the deck, roof of the cabin or as a tent. Some solar panels, or photovoltaic arrangements, can be flexible enough to fit a slightly curved surface and can be ordered in unusual shapes and sizes. However, heavier and more rigid mono-crystalline types are more efficient in terms of energy output per square meter. The efficiency of solar panels rapidly decreases when they are not pointed directly to the sun, so some ways of tilting arrays while running are very favorable.
- Generator driven is common on long-haul cruises and can generate a lot of power while sailing under the screen. If an electric boat is also sailing, and will be used in deep water (deeper than about 15 m or 50 feet), then the generator drawn can help build battery power while sailing (no point in following such a generator) under the electric drive as the extra resistance from the generator will waste more electricity than it produces). Some electric systems use free-wheel drive propellers to generate charge through the driving motors while sailing, but these systems, including the design of the propellers and any gears, can not be optimized for both functions. It may be better locked or smoothed while a more efficient turbine generator produces energy.
- Wind turbines are common on cruise ships and can be very suitable for electric ships. There are security concerns about spinning blades, especially in strong winds. It is important that the vessel is large enough that the turbine can be mounted out of the way of all passengers and crew in all circumstances, including when next to a pier, bank or pier. It is also important that the vessel is sufficiently large and sufficiently stable that the inhibiting made by the turbine on the mast or pole does not endanger its stability in strong winds or strong winds. A sufficiently large wind generator can produce a fully electric wind powered vessel. No boat is known yet there are some wind turbine-powered mechanical vessels
- In a hybrid electric vessel, if the ship has an internal combustion engine, then its alternator will provide significant payload while it is running. Two schemes are in use: the combustion engine and the electric motor are both coupled to the drive (parallel hybrid), or the combustion engine drives the generator just to charge the storage battery (series hybrid).
In all cases, the payload is required. This ensures that the battery is charged at the maximum safe level when power is available, without excessive heat or internal damage, and that they are not fully charged when approaching full load.
Battery bank
There have been significant technical advances in battery technology in recent years, and more is expected in the future.
- Lead-acid batteries are still the most viable option until the emergence of larger mass-produced lithium-ion batteries for electric cars from around c2012 and beyond. Battery deep-cycle, 'traction' is the obvious choice. They are heavy and bulky, but are nothing more than diesels, tanks and fittings they can replace. They should be securely installed, low down and centered in the boat. It is important that they can not move under any circumstances. It should be noted that there is no risk of strong acid that spills in the event of frost as this can be very dangerous. Explosive hydrogen ventilation and oxygen gas are also required. Typical lead-acid batteries must be kept steady with distilled water. Valve-regulated lead-acid batteries (VRLAs), commonly known as lead-acid, gel, or AGM batteries, minimize the risk of spills, and gas is only discarded when the battery is overloaded. This battery requires minimal maintenance, as it can not and usually does not need to be recharged with water.
- Nickel metal nickel, lithium-ion and other battery types become available, but still expensive. These are the types of batteries that are currently common in refillable hand tools such as drills and screwdrivers, but they are relatively new to this environment. They need different charge controllers for those that match the lead-acid type.
- Lithium-ion in this case usually means lithium iron phosphate batteries, which although heavier than other lithium-ion, are safer for marine applications. They are expensive but in apps that require reliability and rudeness like the ferry run most of the day (10-12 hours/day) this is the best option. It has a longer life - 5 to 7 years of life cycle.
- Fuel cells or battery flow can provide significant benefits in the coming years. Today (2017) they are still expensive and need special equipment and knowledge.
The size of the battery bank determines the range of the ship under power. The speed at which a motorized boat also affects the range - the lower speed can make a big difference to the energy needed to move the stomach. Other factors that affect the range include the state of the ocean, currents, wind and any charge that can be reclaimed in progress, for example by solar panels in full sun. Wind turbines with good wind will help, and sailing the motor in the wind can do even more.
Speed ​​controller
To make the boat workable and maneuverable, easy to operate/stop/reverse speed controllers are required. It should be efficient - ie. it does not have to be hot and waste energy at any speed - and it must be able to withstand the full flow imaginable flowing under full load conditions. One of the most common types of speed controllers uses pulse-width modulation (PWM). PWM control sends high frequency pulses to the motor. Since more power is required, the pulses become longer in duration.
Electric motor
A wide range of electric motor technology is in use. Traditional wound DC motors are still in use. Currently many ships use a permanent lightweight DC magnet motor. The advantage of both types is that although speed can be controlled electronically, this is not a requirement. Some boats use AC motors or permanent magnet brushless motors. The advantage is the lack of wearable or failing commutators and the often lower currents allow for thinner cables; the disadvantage is the total dependence on the required electronic controller and usually the high voltage that requires high insulation standards.
Drive train
The traditional boats use an inner motor that lights the propeller through the propeller shaft complete with pads and seals. Often reduction of teeth is included to be able to use more efficient propellers. These can be traditional gear boxes, coaxial gear wheels or transmission with belts or chains. Due to the inevitable losses associated with gears, many drives eliminate them by using slow high torque motors. Electric motors can be encapsulated into a pod with a propeller and stay on the outside of the hull (saildrive) or on outboard fixtures (outboard motors).
Type
A special category of electric boats is a ship that receives their electrical power with a wire. This may involve cables overhead, where one or two cables are installed over the water and boats can make contact with them to attract electric current, or waterproof retaining cables can be used to connect boats to shore. In the case of a single overhead wire, the electrical circuit must be closed by the water itself, giving rise to greater resistance and corrosion to the electrode. In the case of two wires there is no electric current to be sent through water, but twin cables, which cause short circuits when they are in contact with each other, complicate construction.
Of course the boat must remain close to the wire, or its mooring point, and therefore limited in its maneuverability. For the ferry and on the narrow canal this is no problem. The Straussee ferry in Strausberg, Germany is an example. It crosses a lake along a 370 m trajectory and is supported by 170 V from a single overhead wire. Kastellet's ferry crossed a 200-meter wide cruise line in Sweden, using a submerged mooring supply cable that was lowered to the seafloor when the ferry anchored at the opposite terminal to its tethering point.
In the Mauvages tunnel on the Marne-Rhine Canal, the bipolar airway provides 600Ã,®V DC to draw electricity, withdraw and multiple ships through 4877m tunnel along a submerged chain. This prevents the buildup of diesel exhaust fumes in the tunnel. Another example is an experimental Teltow experimental test at Kleinmachnower See, 17km south-south of Berlin. It was used from 1903 to 1910 and has a collection of poles currently based on those used on trolley buses.
Pollution and embodied energy
All component parts of any vessel must be manufactured and ultimately to be discarded. Some pollution and the use of other energy sources can not be avoided during the life stages of boats and electric boats is no exception. The benefits to the global environment achieved by the use of electric propulsion are manifested during the lifetime of the boat, which can be many years. This benefit is also most directly felt in a sensitive and very beautiful environment where such boats are used.
The May 2010 edition of the Classic Boat magazine contains a pro and contra article titled Electrical debates . Jamie Campbell opposed electric boating on four major counts, which was rejected by Kevin Desmond and Ian Rutter of the Electric Boat Association. Jamie Campbell insisted that the electric propulsion could no longer be allowed to float rather than outboard Seagull , proposing wooden sailboats and paddle paddles as "by far the most environmentally and renewable option for recreational boating".
- Electrical production Campbell insists that the lack of pollution from electric boats "smells of nimbi- zism" because "the disposal is all in the backyard of others" and that the provision of refilling points may involve excavations up to many miles of habitat. Desmond replied that while there is no doubt that rechargeable batteries derive their energy from power plants (if not charged on boards by solar and wind), internal-fueled engine boats get their fuel even further and that, after installing power cords is less environmentally disturbing than gas stations. Rutter noted that electric boats tend to recharge overnight, using 'base load'.
- Efficiency
- While there is a loss in the charge/discharge cycle and in the conversion of electricity to motive power, Rutter indicates that most electric vessels require only about 1.5 kW or 2 hp to sail at 5 mph, the maximum river maximum speed. and that a 30 hp petrol or diesel engine that only produces 2 hp is much more inefficient. While Campbell refers to heavy batteries that require "load-bearing hulls" and "crackling, even uninhabitable ships," Desmond points out that electric sailors tend to prefer lower-greener shapes that are more eco-friendly and more river-friendly.
- Pollution
- Campbell discusses pollution that "traditional" batteries put in water when a ship sank, but Desmond says that electric boats are not more likely to sink than other types and list of fuel leaks, engine oil and cooling additives as inevitable when the ship sank internal fuel. Rutter points to "very bad pollutants" coming out of wet diesel exhausts in normal use.
- Battery creation
- Campbell mentions "all kinds of harmful chemicals... involved in battery manufacture," but Rutter describes them as "lead and sulfuric acid with some extra metal in a simple plastic box" with a potential lifetime of 10-12 years. Desmond said that the US has a recycling rate of 98% for lead acid batteries and that the battery and tin smelting industries are observing some of the most stringent pollution control standards in the world.
The article mentions the 25% and 30% discounts offered to electrician sailors by the UK Environmental Agency and the Broads Authority and that battery-powered vehicles have 3 / 5 equivalent carbon footprint of their gasoline. Claimed that typical recharge after the cost of cruising day Ã, Â £ 1,50, without using solar or wind power.
A 2016 life cycle study in Norway states that electric ferry vessels and offshore hybrid vessels offset the environmental impact of lithium-ion battery production in less than 2 months.
Solar ship
In 2010, Planetorolar TÃÆ'Â »ran, a 35-meter long catamaran catamaran catamaran patron supported by 537 square meters of solar panels, was unveiled. On May 4, 2012 it completed 60,023 kilometers (37,297 m) of travel around Earth in Monaco after 585 days and visited 28 different countries, without using fossil fuels. By far the largest solar power vessel ever built.
India's first solar ferry boat, a fully solar-powered 75-passenger vessel, is under construction. Expected to be completed by mid-2016.
Japan's largest shipping lane Nippon Yusen and Nippon Oil Corporation say solar panels capable of generating 40 kilowatts of electricity will be placed on board a 60,000 ton car transport vessel to be used by Toyota Motor Corporation.
The Monaco cruise company, Wally, announced a "gigayacht" designed for billionaires split between buying a home and a superyacht. The Why 58 x 38 is designed to have an autonomous roaming range of 12,000 miles at 12 knots by 900 m 2 way from solar panels that generate 150 kW to help electric diesel and Skysails optional.
List of battery-electric vessels
See also
- Boat trolley
- Battery (electric)
- Sailing
- Diesel-electricity
- DC distribution system (ship propulsion)
- Electric outboard motor
- Electric vehicles
- Frisian Solar Challenge
- Integrated electric drive
- List of Lloyd
- Oceanvolt
- Renewable energy
- Sun Splash
References
External links
- Electrical Boat Design
- Electric passenger boat Designed for Bordeaux (France) city
- Electrical Boat Association (UK non-profit)
- Electric Boat Association (Non-Profit Australia)
- Electrical Boat Association (US non-profit)
- Organization of the Sea of ​​the Sea (US Nonprofit)
- The project of making 10 Passenger Boat Passengers
Source of the article : Wikipedia
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