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Managing the complexity of ship
machinery systems
DNV COSSMOS: Complex ship systems modelling & simulation
DNV Research and Innovation, Position Paper 11 - 2012
Research and
Innovation in
DNV
This is
DNV
The objective of strategic research
is through new knowledge and
services to enable long term
innovation and business growth in
support of the overall strategy of
DNV. Such research is carried out
in selected areas that are believed
to be of particular signicance
for DNV in the future. A Position
Paper from DNV Research and
Innovation is intended to highlight
ndings from our research
programmes.
DNV is a global provider of services
for managing risk. Established
in 1864, DNV is an independent
foundation with the purpose of
safeguarding life, property, and the
environment. DNV comprises 300
ofces in 100 countries with 9,000
employees. Our vision is to create
a global impact towards ensuring a
safe and sustainable future.
Contact details:
Nikolaos Kakalis Nikolaos.Kakalis@dnv.com
George Dimopoulos George.Dimopoulos@dnv.com
Summary
Shipping market volatility, energy prices, existing and upcoming
environmental regulations, and anticipated climate change are all
driving the maritime industry towards the adoption of more cost-effective
and environmentally friendly operations and technologies. This has a
signicant impact on the entire machinery system of the ship, which is
often pushed to the design limit, thereby imposing an increasing degree
of sophistication and complexity.
Computer-aided methodologies can successfully address the increasing
complexity of integrated marine systems. To maximise the benet,
however, a shift of focus is required: from components to systems. New
approaches, methods and tools have to be adopted for marine systems
conguration, design, operation and control that consider machinery
and energy conversion from the integrated systems perspective.
In this paper, DNV Research & Innovation presents the development
of model-based systems engineering methodologies that are pivotal in
managing the complexity of modern marine machinery systems. The
resultant computer platform has been named DNV COSSMOS. The
proposed methods can cover many application areas such as condition
monitoring and performance optimisation, diagnostics, techno-economic
optimisation of new building powerplants and more sophisticated systems
analysis focusing on fuel savings, emissions, reliability and safety, aiming at
future support of DNVs class and advisory services.
DNV has performed several studies of marine systems using the COSSMOS
platform including waste heat recovery optimisation for containerships,
tanker crude oil discharge operations diagnostics and optimisation,
assessment of scrubbers, and analysis of more innovative technologies
such as fuel cells and hybrid propulsion systems. This paper presents
two illustrative case studies: the techno-economic design and operation
optimisation of a heat recovery system, and the dynamic simulation of a
marine boiler.
4
RISING FUEL COSTS, environmental concerns and
upcoming emissions regulations impose a pressure on
ships to operate in a more efcient, cost-effective and
environmentally friendly way. In addition, anticipated
climate change is high on the international agenda and
means to reduce global CO
2
emissions in order to achieve
stabilisation at 2 C mean global temperature increase
are discussed. For shipping, however, this can prove to
be challenging as future seaborne CO
2
emissions are
expected to rise [UNEP 2011].
The propulsion power and energy conversion on-board
installation i.e., the marine energy system is the
main contributor to the overall emission footprint, cost-
effectiveness and efciency of a vessel. To meet these
stringent and often contradictory requirements, the
sophistication and, hence, complexity of modern marine
energy systems increase, often operating close to the design
limit. Emerging and future powering components, like fuel
cells, batteries, or even renewable auxiliary sources, will
result in even more complex congurations. At the same
time, simultaneous assessment of performance, safety, and
reliability of marine systems, especially under real service
conditions and transient operation modes, is becoming
increasingly important for the shipping industry.
Traditional methods for improving efciency focus on
the optimisation of individual components. With todays
maturity of equipment technology, to achieve measurable
efciency improvements in existing and new marine
energy systems, new approaches must be adopted for
systems conguration, design, operation and control that
consider machinery and energy conversion from a life-
cycle, integrated systems perspective.
In this paper, the main notions of systems engineering
are presented and the development by DNV Research &
Innovation (DNVR&I) of model-based methodologies
that are able to manage the complexity of modern marine
machinery systems is introduced. The associated computer
platform implementation, named DNV COSSMOS,
an acronym for COmplex Ship Systems MOdelling &
Simulation [Dimopoulos and Kakalis 2010] has been used
by DNV to develop several model-based studies on marine
systems. These include waste heat recovery [Dimopoulos
et al. 2011], desulphurisation scrubbers [Georgopoulou
et al. 2011], and marine fuel cells [Ludvigsen and Ovrum
2012; Ovrum and Dimopoulos 2012]. DNV COSSMOS is
an enabling framework to analyse complex phenomena
at both the system and individual component levels,
optimise the design and operation of integrated systems,
concurrently satisfying often conicting constraints. This is
a novel development in the maritime eld that could serve
as test-bed for conducting low-cost virtual experiments.
Such mathematical modelling techniques, numerical
solution algorithms and modular computer-based tools are
expected to become essential in analysing and optimising
ship machinery systems under realistic operational proles.
By building a system from libraries of equipment models
in the computer, appropriately calibrated and validated,
such tools could be used for condition monitoring and
performance optimisation, diagnostics, techno-economic
optimisation of new building marine powerplants and
also more sophisticated systems analysis focusing on fuel
savings, emissions, reliability, and safety.
The potential advantages of such approaches are
highlighted via two illustrative cases: the techno-economic
optimisation of waste heat recovery systems, and the
dynamic simulation of marine boilers.
Introduction
5
SYSTEMS ENGINEERING (SE) is a methodological
approach to the design, implementation and operation
of complex technical systems. SE methodologies focus
on the interactions of the constituents of the system,
how they are interconnected, and what is their inuence
on the overall behaviour and/or performance of the
system. In other words, SE is a way of looking at the big
picture when making technical decisions [NASA 2007].
Systems engineering is a multidisciplinary eld lying
at the intersection of several disciplines, including
engineering, mathematics, physics, computer science and
management. The need for SE approaches arises from
the fact that new technologies and modern engineering
systems are becoming increasingly complex. They exhibit
simultaneous growth in hardware and software complexity,
operational sophistication with advanced control and
automation, processing of larger amounts of data, all in
an environment of entirely new market dynamics and
innovative business models. A centreline in SE approaches
is the use of mathematical models and computer-based
methods and tools that enable better comprehension
and management of the embedded complexity in todays
systems (Fig. 1). This computer-aided approach is often
termed as Model-Based Systems Engineering (MBSE).
Many industries have adopted MBSE approaches and
have successfully incorporated them into their normal
operational and/or business practices; for instance,
aeronautics, defence, electronics, chemical/ processing,
oil & gas, and space exploration. In addition, due to
its successful track record and the intrinsic potential
benets, MBSE is a quite active research eld in both the
academia and the industry, ranging from the nano- and
micro-scale to enterprise-wide supply chain management
[Pantelides and Urban 2004; Klatt and Marquardt 2009].
In the shipping industry, modelling and simulation
Fig. 1. Model-based systems engineering approaches.
Systems engineering methods and tools
Enlarging the focus;
from components to systems



System design
Operating
strategies




Configuration
Synthesis
Functional
Analysis
Performance
Assessment
Validation &
Verification
Specifications
Mission
requirements

The whole is more than the sum of
its parts
Aristotle, (Metaphysics, Book H 1045a 8-10)
6
approaches have been rarely used in commercial shipping,
being mainly focused on naval/defence applications.
On the other hand, computer-aided methods and tools
are broadly applied in naval architecture and marine
engineering. In Fig. 2 various marine applications of
Computer-Aided Engineering (CAE) tools are presented.
A common characteristic of these applications is that
they mainly concentrate either on specic processes
or components. At the individual component level, in
particular, modelling technologies are mature, accurate,
and robust.
Thus, the introduction of systems-level modelling,
simulation and optimisation approaches to the marine
industry appears to be the next logical step towards
managing the increasing complexity of marine systems,
vessels, and structures. Recent/emerging approaches
towards this direction include integrated methods on
specic elds, such as: ship design [Papanikolaou 2010],
marine systems control [Fossen 1994; Fossen and Perez
2011], and ship production/structural Finite Element
Method (FEM) analysis [DNV 2011].
Fig. 2. Indicative marine CAE applications.
7
CFD in hydrodynamics
Computational Fluid
Dynamics (CFD) in
thermofluid processes
Ship design
Structural FEM analysis Machinery outfitting
Individual components design

7
ONE AREA THAT MBSE CAN OFFER signicant advan-
tages is in ship machinery design, operation, control
and optimisation. Ship machinery systems incorporate
all the onboard machinery that is used for propulsion,
manoeuvring, cargo handling, fresh water production,
space heating, etc. This set of equipment constitutes the
ships energy conversion system, often referred to as the
marine energy system. Marine energy systems convert
the chemical energy of the fuel to those forms required
shipboard and they tend to be highly complex, having
many functions, with variable mission proles, as well as
requirements for exibility, redundancy and safety. In
addition, they have to be cost-effective, energy-efcient
and environmentally friendly. To manage such complexity,
structured and effective approaches like model-based
systems engineering are necessary (Fig. 3).
The rst work using computer-aided design of marine
energy systems was that of Ito and Akagi [1986]. Since
then, a limited number of works addressing the modelling
and optimisation of the overall marine propulsion power
plant have been published [Kyrtatos et al. 1999; Kyrtatos
and Lambropoulos 2000; Hansen et al. 2001; Campora
and Figari 2003; Jefferson et al. 2003; Pedersen and
Pedersen 2005; Dimopoulos et al. 2008; Dimopoulos
2009; Dimopoulos and Frangopoulos 2009; Pedersen and
Pedersen 2011]. However, previous works are not based
on systems engineering and focus either on specic system
congurations or are not general-purpose developments,
i.e. unsuitable for all possible types of studies.
DNVR&I has recently introduced MBSE for modelling,
simulation and optimisation of integrated marine energy
systems [Dimopoulos and Kakalis 2010; Dimopoulos et
al. 2011]. This work has resulted in a process modelling
framework that is capable of providing decision support
when considering innovative system concepts, evaluating
design congurations and assessing the performance
of ships in operation. The associated computer
implementation of this framework is called DNV
COSSMOS.
Fig. 3. Introducing systems engineering for integrated marine machinery
systems analysis and optimisation.
DNV COSSMOS
COmplex Ship Systems MOdelling and Simulation
8
Our methodology follows a MBSE approach which is
based on the mathematical modelling of the steady-
state and dynamic thermouid behaviour of marine
energy system components. A high-level overview of the
COSSMOS platform is provided on the next page. The
component process models are generic, recongurable,
suitable for different types of studies and valid for a wide
range of operating conditions. These models constitute a
library from which following a hierarchical decomposition
approach, lower-level component models can be used to
synthesise higher-level sub-systems and, in turn, complete
energy systems.
The models are implemented in a state-of-the-art process
modelling environment [PSE 2009]. These are calibrated
and validated using measured, shop-test, sea-trial and
operational data. Subsequently, the models are coupled
with representations of operational scenarios/proles.
We, therefore, are able to perform a variety of model-
based studies and applications, including steady-state and
dynamic simulation, design, optimisation and control of
user-dened marine machinery system congurations
under realistic service conditions [Dimopoulos and
Kakalis 2010; Dimopoulos et al. 2011; Georgopoulou et al.
2011; Ovrum and Dimopoulos 2012].
The modelling framework developed aims at providing
model-based decision support on:
a) optimal design of onboard machinery with respect
to energy efciency, safety and cost effectiveness;
b) performance evaluation, diagnostics and
optimisation under real-service conditions for the
entire mission envelope of the system; and
c) assessment of the potential, operational capabilities,
and safety of innovative designs.
The key benet is that the steady-state design characteristics,
off-design operational modes, and dynamic/transient
behaviour of marine machinery systems can be
simultaneously assessed and/or optimised in a unied
and consistent modelling framework. With calibrated
and validated models of sufcient predictive accuracy,
COSSMOS can be used in a wide array of studies (Fig. 4)
serving as a virtual test-bed with minimal computational
costs.
In the next section, the applicability and potential benets
derived from using the DNV COSSMOS modelling
framework in marine energy systems analyses are illustrated
via two case studies.
9
Fig. 4. DNV COSSMOS possible types of studies.
Types of DNV COSSMOS applications
Performance assessment
Condition monitoring
Operations optimisation
Efciency optimisation
Emissions reduction
System design
Retrotting solutions
New technologies development
10
The DNV COSSMOS modelling framework
SIMULATION & OPTIMISATION
Optimal design
Performance assessment
Transient operation
Graphical flowsheeting interface
MARINE ENERGY SYSTEM MODEL LIBRARY OF COMPONENT MODELS
Component model code
Hierarchical
System
synthesis
Results



















MARINE ENERGY
SYSTEM MODEL LIBRARY OF COMPONENT MODELS
11
SIMULATION & OPTIMISATION
Optimal design
Performance assessment
Transient operation
Graphical flowsheeting interface
MARINE ENERGY SYSTEM MODEL LIBRARY OF COMPONENT MODELS
Component model code
Hierarchical
System
synthesis
Results



















MARINE ENERGY
SYSTEM MODEL SIMULATION & OPTIMISATION
Graphical owsheeting interface
12
WASTE HEAT RECOVERY (WHR) SYSTEMS are promising
integrated solutions for increasing overall efciency and
reducing fuel costs and emissions of marine powerplants.
However, there are certain challenges to handle, including
higher capital costs, space and weight requirements,
and operational constraints and complexity. COSSMOS
using advanced modelling and simulation can assist in
addressing these issues.
Here, we present the techno-economic modelling, design
and operation optimisation of a WHR concept for an
ocean-going containership (Fig. 5), based on previously
published work [Dimopoulos et al. 2011]. The baseline
of this study is the conventional independent propulsion
and auxiliary power generation system, including only
the Diesel engine with its turbochargers and the auxiliary
gensets.
Applying model-based decision
support in marine energy systems
Case A: Techno-economic optimisation of a marine
waste heat recovery system
Mission profile & demands
Asia Europe trading route
Fig. 5. Advanced marine waste heat recovery system owsheet for a containership with given trade routes and operational prole.
13
We consider the technical performance of a system
comprising the main propulsion turbocharged Diesel
engine, a dual-pressure WHR section (high- and low-
pressure superheaters and evaporators), a steam turbine
(with two high and low pressure sections), a gas power
turbine and a water preheating section that is integrated to
the charge air coolers of the engine (cf. Fig. 5). The high-
pressure superheater and power turbine are fed with high-
energy-content exhaust gases from a by-pass of the engines
turbochargers. The by-pass stream is then mixed with
exhaust gases after the turbocharger to feed the rest of the
WHR section. The resulting steam drives a turbine, which
along with the gas power turbine, deliver additional power.
The exhaust gas by-pass of the engines turbochargers
offers advanced heat recovery potential due to its high
energy content. This, however, is at the expense of reduced
charge air pressure which has a negative impact on the
engines efciency. This trade-off is subject to the overall
optimisation of the system.
The entire system is modelled by connecting individual
component models in the COSSMOS framework. Each
model contains the mathematical description of the
dynamic behaviour of the component. The technical
performance and design characteristics are also linked
with equipment capital cost functions. Hence, their
hierarchical synthesis results in the creation of the techno-
economic model of the whole-plant WHR.
The model is coupled with design, space, safety and operability
constraints, as well as a representation of the realistic service
prole for a typical trading route, as in Fig. 5. The concurrent
consideration of complex trade-offs, conicting constraints
and time-varying mission characteristics of the system would
have been virtually impossible to address without a MBSE
framework like COSSMOS.
On the system level, appropriate criteria determine the
net present value (NPV) of the additional investment
required by the WHR system. The investment analysis,
in addition, considers operational costs (including fuel,
consumables, maintenance, etc) and also operational
cost reductions (i.e. prot) due to the higher efciency
of the WHR system, potential revenue reduction through
larger machinery space (i.e. less containers onboard) and
capital expenditure for additional components. These are
combined to formulate an optimisation problem in which
the objective is to maximise the total NPV of the design
and time-varying operation of the WHR system.
The optimisation results provide the optimal design
features for the WHR system together with the optimal
operating strategy for its mission prole. At the optimal
solution, the high-level/system-wide performance and
emissions metrics are computed along with the component-
specic detailed design and operating features.
The overall efciency of the combined cycle system is more
than 51% (running on heavy fuel oil), compared to 46% of
the conventional system. This represents a relative increase
in efciency of around 11% and is directly proportional
to the CO
2
emissions reduction potential. In addition, the
nancial gures also promise a payback period of about
8 years (for a vessel life of 25 years). In Table 1 the key
design, efciency and economic performance gures of
the WHR system are highlighted.
In addition to the optimal system design characteristics, the
optimal operating modes for each segment of the mission
prole of the vessel are concurrently obtained. In Fig. 6 the
overall efciencies and auxiliary Diesel genset utilisation
of each mission segment are presented. In the graphs the
results for the combined cycle system are compared with
14
those of the traditional independent propulsion/power
production machinery solution. The high efciency values
and the minimal Diesel genset usage no operation at all
at high speed transit of the combined cycle system are
the key factors in its cost-effectiveness.
By using COSSMOS it is also possible to zoom-in on each
individual component and obtain detailed information on
important safety and operability issues. For instance, in
Fig. 7 the turbocharger safety and operability in the WHR
case is assessed and compared with the traditional system
ones through compressor operating lines. As shown, the
introduction of the exhaust gas by-pass in the WHR moves
the compressor operating line closer to the surge limit,
meaning that safety margins are tightened and, therefore,
operation should be more carefully controlled.
One core benet of MBSE methodologies for marine
applications is the ability to address technical design,
operating strategies and performance, and economics
simultaneously and under real service conditions, safety,
legislative and operability constraints. This all in one
approach aids signicantly the system designer and
operator to have accurate, realistic and in-depth system
analysis of alternatives in a timely and cost-effective manner.
Main engine: 36.5 MW Investment: 2.6 106 USD
Steam turbine: 2.7 MW Prot: 0.7 106 USD/a
Power turbine: 3.3 MW Payback: 8 years
System footprint: 36.5 m
2
NPV: 3.6 106 USD
System height: 14.8 m Overall efciency: 51.3%
Table 1. WHR system optimal design & economics for fuel price 600
USD/ton and market interest rate 10%.
Fig. 6. Mission prole optimal performance results.
Fig. 7. Turbocharger operability limits with and without the WHR system.
15
THE SECOND CASE STUDY investigates operability issues
associated with a marine auxiliary boiler through dynamic
simulation of various transient operational proles.
Marine auxiliary boilers are common choice for onboard
steam production, particularly for oil tankers, where the
boiler is used to produce steam to drive cargo discharge
pumps during unloading, a main operation during each
round-trip. Timely and reliable cargo discharge operations
require a robust and dependable boiler, in which fuel
consumption is a key factor. Model-based techniques that
consider system-level interactions can offer a powerful
tool for managing such complex issues including transient
thermal behaviour, dynamic performance, effect of
control system actions, etc. This approach is used here to
study the dynamic operation of a typical auxiliary boiler,
and the limits of its response are highlighted.
COSSMOS was used to model an auxiliary boiler system
coupled to its control and actuation equipment (Fig. 8).
The most important control mechanisms of the system are:
a) drum level control through regulation of the feed-water
supply valve, b) drum pressure control through regulation
of the burner fuel ow, and c) steam production control
through regulation of the main steam valve. All these
control elements are interrelated resulting in a system with
complex dynamics.
We consider the transient scenario of a load decrease in
which: a) the steam demand set point is reduced from
100% to 20% of its nominal value within 4 mins, and b)
the drum pressure set point is reduced at a rate of 0.12
bar/min according to the manufacturers specications
(cf. Fig. 9).
Fig. 8. Marine boiler system owsheet. Fig. 9. Imposed time change proles of controller setpoints.
Case B: Dynamic operation of a marine boiler

16
The dynamic response of the boilers specic fuel
consumption, mass ows, drum pressure and drum level
are shown in Fig. 10. The dynamic simulation results offer
better understanding of the shut-down/load reduction
process providing valuable insights on the embedded
phenomena and the time evolution of critical system
parameters associated with performance and safety/
operability issues of the system, such as fuel consumption,
steam production, pressure and temperature gradients.
Furthermore, key process characteristics are given in Table
2. Due to the high thermal inertia of auxiliary boilers, it
takes about 2.5 hours for the boiler to reach steady state at
the new load.
An additional benet of computer-based modelling and
simulation approaches in analysing integrated systems
is the ability to perform a variety of safe and low-cost
virtual experiments. For instance, in Fig. 10, the time
evolution of drum and evaporator metal temperature
gradients are presented. Such quantities are important for
thermal fatigue considerations and, thus, boiler safety and
mechanical integrity. In order to measure these, expensive
instrumentation and complex analysis of data would have
been required.
Duration of transient 166 min
Drum pressure change rate 0.122 bar/min
Drum level change rate 83.6 mm/min
Max. temperature gradient (riser)* -9.6 K/min
Max. temperature gradient (drum) 2.6 K/min
Duration of high temp. gradients 12 min
* negative values denote a temperature decrease
Table 2. Key transient response characteristics.
Fig. 10. Time evolution of main boiler process variables.
17
IN ORDER TO BE ABLE TO RESPOND more effectively to the
volatile market conditions - including rising energy prices -
and upcoming environmental regulations new avenues and
novel approaches are needed for managing the complexity
of existing and future marine energy systems.
So that tangible improvements in energy efciency
can be achieved, focus must be shifted from individual
components towards the integrated system level of ship
machinery. Systems engineering methods and tools
that are based on mathematical modelling techniques,
numerical solution algorithms and modular computer
suites are expected to become essential in the immediate
future to analyse and optimise the design and operation of
machinery systems under realistic operational proles and
from a life-cycle perspective.
The DNV COSSMOS framework and computer platform is
at the forefront of R&D with respect to implementation and
testing of such MBSE approaches in shipping. This is the
rst time that marine energy systems design, operability,
performance, safety, transient responses and control
are simultaneously addressed in a model-based systems
engineering platform. With calibrated and validated
models of sufcient predictive accuracy, COSSMOS is a
new development serving as a virtual test-bed to analyse
complex phenomena at both the system and individual
component levels.
DNVR&I has already performed several studies of marine
systems using the COSSMOS platform including waste
heat recovery design optimisation for containerships,
tankers crude oil discharge operations diagnostics and
optimisation, assessment of scrubbers, as well as analysis
of more innovative technologies like fuel cells and hybrid
propulsion systems.
In this paper we highlighted core advantages from using
these methodologies via two case studies: the techno-
economic design and operation optimisation of a heat
recovery system, and the dynamic simulation of a marine
boiler. In the rst case, COSSMOS derived the optimal
design in terms of technical specications, NPV and
payback time, together with the optimal operational
strategy demonstrating minimal Diesel genset usage. In the
second case, COSSMOS was used to analyse the transient
behaviour of a marine auxiliary boiler, a heavily used
component. Apart from the effects on fuel consumption,
our tool reveals valuable information about quantities that
albeit difcult to measure, are important for safety and
operability.
For the immediate future, DNV COSSMOS will be
developed further and applied for model-based condition
monitoring and performance optimisation, diagnostics,
techno-economic optimisation of new building marine
powerplants and more sophisticated systems analysis
focusing on fuel savings, emissions, reliability and safety,
in the context of supporting DNVs class and advisory
services.
Conclusions
18
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