HV voltage generation, conversion ,

transformation and distribution in

ship

By
Oladokun Sulaiman
 OBJEVTIVE

At the end of the lecture students will be

able to acknowledge:
-limiting value for High Voltage system
-High voltage approved for marine
application
-High voltage distribution system
-Safety system and requirement for HV
-Safety measure for HV Maintenance
A. HV Application and benefit
 WHY HV
• REDUCE FULL LOAD CURRENT

• HENCE REDUCE SIZE OF CIRCUIT BREAKER

• REDUCE SIZE OF CONDUCTOR

• HEATING α I^2 AND R

• CURRENT REDUCE 15 TIMES MEANS, HEATING REDUCED 225

TIMES ALLOWING REDUCTION IN SIZE OF CONDUCTOR.

• THEREFORE, CONDUCTOR SIZE CAN BE REDUCED TO A LARGE

MARGIN KEEPING THE HEATING EFFECT UNDER CONTROL.
 General Power Systems

• Majority of merchant ships have a 3-phase

3 wire, 440 V insulated neutral earth
power systems
• This power system falls in the category of
LV and meets the power demands of
medium capacity motors up to 200 kW
 contd

• When large loads are connected to the LV

system the magnitude of current flow
becomes too large resulting in overheating
due to high iron and copper losses
• P = VI Cos
• Copper loss = I2 R [kW]
 Losses in Electrical Systems

• Copper Losses in electrical cables and

machine windings
• Hysteresis Loss in magnetic cores
• Eddy current loss in conductors and cores
• All these losses are current dependent
and rise to very high levels in LV
machines for large power ratings
 Benefits of H V Power Systems
• Ships with large electrical loads now operate at high
voltage of 3.3-6.6 kV
• Such high voltage reduces the magnitude of current and
thus lowers iron/copper/eddy current losses and also
results in a cooler motor operation
• Low current flow reduces conductors size and hence
lowers cost of electrical equipment
• Power transmission more efficient with low loss
• A 6 MW motor load at 440 V and 0.8 pf will require SB
fault level to be of 90 kA and cable full load current of
3300 A
• Same power system at 6.6 kV, needs SB fault level of
only 9 kA and cable full load current of 220 A
 contd

• Flexibility of power system layout

– Prime Mover-Generator units can be located
at convenient location away from the
propellers
– Propulsion motor can be located at the astern
below the water surface
– This results in shorter shaft and reduced
vibration
 contd
• Load Diversity
– A set of prime movers can meet the demand of
propulsion as well as ships electrical load
– Prime movers can be operated at economical speed at
all times
– Propulsion load can be regulated to meet emergency
electrical load without adversely affecting the ships
passage time
• Ease of Control
-With advancement in power electronics fine speed regulation
of ac motors has become common practice
 Typical Marine HV Systems
• 3.3 kV
• 6.6 kV
• 11 kV
Principal Components of HV System
• By generating electrical power at 6.6 kV instead of 440 V,
distribution and switching power about 6 MW becomes easy
• -Main Generators
• HV Switch Board
• HV Cables
• HV Transformers
• HV Motors (2-12 MW)
 Typical HV Equipment Rating

• Main SB = 6.6 –11 kV, Bus Cap =1250A

• Cargo SB = 6.6 kV, Bus Cap =1250 A
• Ballast Pp Motor = 6.6 kV, 330 – 2000 kW

• HD Copm = 6.6 kV, 770 kW, 3560 rpm

• Bow Thrusters = 6.6 kV, 3 MW,
• Transformer = 3400 kVA, 6600/450 V
• Reefer Transformer = 6600/450 V,
Typical HV Power System
HV/LV Power Supply system
Propulsion Plant Layout
Propulsion Plant Layout
Propulsion Plant Layout
Propulsion Plant Layout
HV Propulsion Power System
Concept of Electrical Propulsion
Typical Azipod Prime Mover
Azipod Drive Unit
Typical EL Propulsion
Twin Shaft EL Propulsion
B. HV Voltage Shipboard System
 HV Electrical System

• General:
• The highest voltage approved for use in marine electrical propulsion
system 6.6 KV.
• The ship is equipped with high voltage of 6.6kV with 3 phase 60Hz
neutral insulated system.

• The advantage of having 6.6 KV:

• Minimizing the use of power cable (in length/quantity)e.g. cargo

pumps, ballast pumps, etc.

• Smaller breaker sizing due to low ampere.

 HV ELECTRICAL SYSTEM ON BOARD

A) Bus bars:
• Made form high conductivity copper having sufficient cross section
such that max tem rise is 45K
• All bare areas are coated, plated with tin to protect against corrosion
• Color markers provided to distinguish between phases

B) Phase Arrangement (view from front panel):

• Phase R (Red) Left Top Front

• Phase S (White )
• Phase T (Blue) Right Bottom Rear
 CONTINUED

C) Earthing:
• For earthling the switchboard to the vessel’s hull, earthling bars and
terminals are provided through out cubicles.

• All incoming and outgoing circuits are provided with switch of

earthing and short circuiting for maintenance purpose.

D) Characteristic
• Rated voltage 7.2kV
• Service Voltage 6.6kV
• Rated Frequency 60 Hz
• Rated insulation 20 kV RMS (one minute)
• Protection Degree IP32
• Busbar Current 1250 A
 POWER GENERATION

• 1 Unit of 6.6 kV Diesel Generator (3450 kW)

• 2 Unit of 6.6 kV Turbo Generator (3450 kW)
• 1 Unit of 440 V Emergency Generator (550 kW)
• Battery Supply
• 1 bank of 24V dc ship’s battery
• 1 bank of 24 V dc Radio Battery- GMDSS Console
 Consumers

Consumers ranging from:

• 6.6 kV- Cargo Pumps, Ballast pumps, HD Compressors

• 440V- Most of machineries in E/R such as Main Sea Water Circ.

Pump, Central Fresh Water Cooling Pump, etc

• 220V- Power outlets, lighting, navigation equipments, etc

• 110 V dc- Control circuit for MSB

• 24 V dc- Navigation Equipments

 SWITCHBOARDS ARRANGEMENT

Consists of:

• High voltage main switchboard

• High voltage cargo switchboard

• Low voltage main switchboard

• Low voltage cargo switchboard

• Emergency switchboard

• Group starter & Individual Panels

 SIMPLIFIED POWER DIAGRAM
PORT STBD

HVMSB HVMSB

TG2 TG1
DG

HVCSB HVCSB

6.6/ 440V
6.6/ 440V

LVCSB LVMSB LVMSB LVCSB

SC EDG
 CONTINUED
PORT STBD

HVMSB HVMSB

TG2
TG1
DG

#3 BALLAST #2 BALLAST
#1 BALLAST
PUMP PUMP
6.6/ 440V PUMP

LVMSB LVMSB

HVCSB HVCSB
 CONTINUED

HVCSB HVCSB

#1 TANK #2 TANK #3 TANK #4 TANK #1 TANK #2 TANK #3 TANK #4 TANK

PUMP PUMP PUMP PUMP PUMP PUMP PUMP PUMP

#2 CARGO #1 CARGO
PUMPS 6.6/ 440V PUMPS

LVCSB LVCSB

#2 COMPRESSOR #1 COMPRESSOR
 PROTECTION SYSTEM FOR DG & TG

• Protection being provided for the DG and TG to avoid any unsafe

occurrences.
• Basically the protection is done by a protection device known as
HIMAP and provided at MSB.
• Type of Protection
• Under Voltage- setting at 60% / 2 seconds (3960 KV)
• Over Voltage- setting at 110% / 5 seconds (7260 KV)
• Reverse Power- setting at -10% / 10 seconds (-345 KW)
• Instantaneous-
• STD setting at 250% (942A)
• Instantaneous setting at 1000% (3770A)
• Long Time Delay setting at 110% (415A)
• Earth Fault
 OVERCURRENT SETTING FOR BUS TIE, CSB AND
TRANSFORMER

• STD LTD

• BUS TIE 200% (1800A) 0.7s 100% (900A) 30s

• CSB 250% (1500A) 0.57s 100% (600A) 30s

• HV Trans. 300% (630A) 0.57s 105% (221A) 60s

 MOTOR PROTECTION
Protection provided by protection device MPR6-DGF

• Over current

• Earth fault

• Phase fail

• Motor Protection provided by independent relay

• Low current

• High current

• Arc fault
 EMERGENCY SWITCHBOARD

LVCSB LVMSB LVMSB LVCSB

SC EDG

Essential consumers are being feed by ESB such as steering gear, control air
compressor, electric whistle, UPS for IAS, emergency fire pump, etc.

Back feeding operation is possible to supply to the LVCSB or / and LVMSB

During blackout, DG and EDG will start up, and if DG ACV fails to close then EDG ACB
will be closed.
 OPERATION

• OVERVIEW ON CONTROL SYSTEM

Power management done by IAS:

• Synchronizing: PMS shall select which generator to be synchronized to the bus and
then the synchronizer unit (installed at MSB) will control the motor, checks the voltage
and frequency, then gives breaker-close signal.

• Frequency control / Load sharing: PMS shall control the speed of the DG or TG in
order to keep steady bus frequency.

• Balanced / Unbalance Load sharing: PMS has two modes of load sharing where all
generators connected to the bus having the same load or for the unbalanced mode,
the load set points are to be decided by the operator.

• Load Dependent Start: PMS will check on the load power (consumer to be started)
and measure the load on each generator. If available power is insufficient when
starting any load. PMS will start the standby generator.

• Blackout Monitoring: If blackout occurs, the PMS will start up the Diesel Generator
and connect it to the bus.
 CONTINUED
• DIESEL GENERATOR CONTROL:
• With the DG in standby mode, it shall start automatically when;
C. Blackout occurs
D. Low voltage on main busbar
E. High voltage on main busbar
F. Low frequency on main busbar
G. Low/low frequency on main busbar
H. ACB abnormal on running generator
I. Over current on running generator
J. Both boiler trip or low steam pressure at turbo generator

• For condition A, generator shall start and connect to main busbar

• For condition B, C and E the generator shall start and connect to busbar after the
TG in service ACB has tripped

• For Condition E, D, F , G and H the generator shall stat, synchronize, connect

automatically to the busbar and run in parallel with balanced load sharing.
 HV MSB

• The operation could be in manual or auto. However, it is always to be kept in

auto since control is done from IAS.

• All necessary mimics and controls are being provided inside IAS.

• Manual operation is as per normal low voltage switchboard where indication

light, breaker control, meters. Governor control, etc being provided on the
switchboard.

• Generators are being protected by a device known as HIMAP. All protection

settings are being set inside the HIMAP.

• Vacuum Circuit Breakers (VCB) are being used for the bus tie and generator
Panels.

• Vacuum combination Contactors are being used for the ballast and cargo
pumps.
 CONTINUED

• HV CARGO SWITCHBOARD:

• Cargo switchboard is equipped with soft starter for the cargo pumps.
By pass switch is provided in order to start by direct on line.

• Soft starter panels are provided for each port and starboard cargo
switchboard.

• Facility to simulate the cargo pumps is possible. This is done by

disconnecting the breaker and removing the low current relay. This
is done prior to discharge port.
 SOFT STARTER

CURRENT CURRENT

TIME TIME

CURRENT CONTROL TORQUE CONTROL

Torque control: is the most efficient way of starting motors. Unlike voltage and
current based systems the soft starter monitors the torque needed, and allows to
start with the lowest possible current . Using a closed loop torque controller,
linear / ramp control are possible.
Current control: the voltage ramp can be used with a current limit which stops the
voltage ramp when the set maximum current level is reached. The maximum
current level is the main setting and must be set by the user depending the
maximum current allowed foe the application.
 POWER GENERATION

• Generator particulars: Maker: Nishishiba Electric, Type: Brushless Excitation

System, Voltage: 6600V Output: 3450KW rated Current: 377A Frequency:
60Hz, Full Load Speed: 1800RPM, Rotor Type: Salient Type, Protection:
IP55

• A dc current is applied to the rotor winding which produces a rotor magnetic

field. The rotor is then turned by prime mover producing a rotation of
magnetic field. This magnetic field induces a three phase set of voltages
within the stator windings, the dc current is set at 5.6A by maker.

• A brushless exciters are used to supply this dc current. A brushless exciter

is a small ac generator with its field circuit mounted on the stator and its
armature circuit mounted on the rotor shaft.

• The three phase output of the exciter generator is rectified to direct current
by rectifier circuit, also mounted on the shaft and then fed to the main field
winding (rotor winding)
 CONTINUED

• By controlling the small dc field current of the exciter generator, it is

possible to adjust the field current on the main field or rotor winding.

• To make the excitation of generator completely independent of any

external power sources, a small pilot exciter known as PMG is
included in the system.

• The PMG is actually a small ac generator with permanent magnets

mounted on the rotor shaft and a three phase winding on the stator.
It produces power for the field circuit of the exciter which in turn
controls the field circuit of the main machine.
 PROCEDURE OF MEGGERING THE CARGO PUMP

• The switchboard is designed with many interlock keys. Therefore, knowing the steps are
essential:

• A) ensure the cargo pump is in stop condition.

• B) Turn the key and disconnect the breaker by using handle.

• C) Turn the other key to enable the handle for mechanical earthing switch to be inserted.

• D) Turn the mechanical earthing switch to earth the breaker

• E) Take the key and bring it to rear side

• F) Turn the key to open the bottom compartment

• G) While the compartment is in open condition, turn the key off and bring back to front panel to
disable the mechanical earthing

• H) Confirm that the pump has no residual potential by using potential detector.

• I) The meggering can be done as usual for the pumps

 Describe the high voltage distribution board considering electrical safety
OC(INST)
T O LD

E LEAK
RP
UB
UV
OC (I/T)
OC(INST)
L ROTOR
E LEAK

G G G G
6.6 KV 60 HZ MAIN SWBD

OC(INST)
OC (I/T)
M M
UV OC(INST) OC(INST)
UB OC (I/T) UV
E LEAK E LEAK OFEQ
OTEMP UFEQ

M M

440 V SWBD 440 V SWBD

C. HV Safety
 Precautions before work on HV

• Safety wearing must be used before proceeding to job.

• Isolate power

• Test HV live-line tester to prove its proper functioning.

• The circuit on which work is to be carried out, must be

tested and proved dead by an HV live-line testing
equipment.

• The circuit to be earthed down by connecting with hull.

• Issue EPTW.

• Minimum two people should work together.

 Safety precautions associated with operation of high voltage system

• Before start of work an Electrical Permit to Work must be issued.

• EPTW is prepared and approve by the authorized officer.

• The copied permit signed by the responsible person usually has at least 5
sections with the first stating the work to be carried out.

• The next section is a risk assessment declaring where isolation and earthling
has been applied and where danger/caution notices have been displayed then
the permit is signed as authorized by the Chief Electrical Officer or Chief
Engineer.

• In the third section, the person responsible for the work (as named in section
one) signs to declare that he/she is satisfied with the safety precautions and
that the HV circuit has been isolated and earthed.

• Section four relates to the suspension or completion of the designated work.

• The last section cancels the permit with a signature from the authorizing officer.

• The EPTW is valid only for 24 hours.

 Marine Electrical HV System
• Maritime electric systems include power generation,
distribution and control, and consumption of electric
power on supply- service- and fishing vessels as well as
offshore installations.
• Electric propulsion has increased especially for vessels
with several large power consumers, for example cruise
ships, floating production systems, supply- and service
vessels.
• Maritime electric systems are autonomous power
systems. The prime movers, including diesel engines,
gas- and steam turbines, are integral parts of the
systems.
• The power consumers are large compared with the total
capacity of the system, as for example thruster and
propulsion systems for DP operated vessels, drilling
systems, HVAC systems on board ship
 Marine Electrical HV Propulsion System
• Overall power train efficiency with EP is around 87-90%.
• Employment of permanent magnets in electric generators
and motors as well as general advances in semiconductor
technology may improve this figure to around 92-95% in the
near future.
• Electrical transmission will consist of three basic energy
conversions:
-From (rotating) mechanical energy into electrical energy: E-
generator
-From electrical energy into (rotating) mechanical energy: E-
motor
-Some form of fixed or controlled electrical conversion in
between: power converter
 Systematic overview of existing
E-generator types
• Mechanical ==> Electrical: E-Generators
• - DC Generators
• - AC Generators

E-Motors

• Electrical ==> Mechanical: E-motors

• - Driving motors
• - Synchronous Motor
• - Positioning motors

Power converters
Electrical ==> Electrical: power conversion or transformation
• - Fixed transformers
• - Controlled converters
• - Static converters
• -Inverter
Structure of a combined power
plant for ships
 Electric Propulsion System
• Electric propulsion of ships has been know for a long time to human
• Dynamic changes in human discovery has given several up and down in
history
• Recent time have seen a a lot of Passenger ships being built with all
electric system for various advantage that over the conventional prime
movers
• Early large passenger vessels employed the turboelectric system which
involves the use of variable speed, and therefore variable frequency,
turbo-generator sets for the supply of electric power to the propulsion
motors directly coupled to the propeller shafts. Where, the
generator/motor system was acting as a speed reducing transmission
system.
• Electric power for auxiliary ship services required the use of separate
constant frequency generator sets. System with generating sets to
provide power to both the propulsion system and ship ancillary services.
• However fixed voltage and frequency system are suitable to satisfy the
requirements of the ship service loads.
Shuttle Tanker Electrical System Layout
Shuttle Tanker Electrical Line Diagram
Drill Ship Electrical System Layout
 HV CIRCUIT BREAKERS

• Air Circuit Breaks

• Oil Circuit Breakers
• Air-ballast Circuit Breakers
• Gas (SF6- Sulphur Hexafluoride) Circuit
Breakers
• Vacuum Breaker
 Arc Contact (make first and
break last)
Main Contact ( copper strips
clamped together in the manner of
• AIR CIRCUIT a leaf spring)
BREAKERS: Bus
bar
• Used for low Openin
g spring
voltage
• Arc chutes and Close by
arc contacts are handle
Generator input
incorporated
• Air blast circuit breakers:
• High pressure at about 30kg/cm^2 air is
blown during the operation of circuit
breaker.
• Capability: 40 KA at a line voltage of 765
KV in a matter of 3 to 6 cycles on a 60 Hz
line.
• Operation is too noisy.
 OIL CIRCUIT
BREAKERS
• Napthenic base petroleum [(CH2)n] have
been carefully refined to avoid sludge or
corrosion.
• The resulting insulating oil is identified as
type 10-C transformer oil.
• Excellent dielectic strength.
• High thermal conductivity.
• Prone to fire hazard,
leakage/contamination.
• SF6 CIRCUIT BREAKERS:
• The gas is a chemically very stable, non flammable, non
corrosive, non poisonous, colourless and oduorless.
• Limits the sonic velocity (1/3 of air).
• Excellent dielectric strength, about twice of air.
• Used in the range from 3 KV to 800 KV.
• GWP (global warming potential is high)
• Lifetime 3200 years.
• VACUUM CIRCUIT BREAKER:
• Being used in the range from 5 to 38 KV.
• The arc remains in the diffused column
mode until the current exceeds 15 KA.
 SPECIFICATION OF A CIRCUIT BREAKER

• The maximum steady-state current it can

carry.

• The maximum interrupting current.

• The maximum line voltage.

• The interrupting time in cycles

 Critical Operation
• The interrupting time may last from 3 to 8
cycles on a 60Hz system.

• To interrupt large currents so quickly, rapid

deionization of the arc, combined with
rapid cooling is to be ensured.
 Operation of a circuit breaker
• Manually: By pulling moving contacts from the fixed contacts. For
large capacity circuit breaker it is not advisable.

• Because to open the contacts against heavily loaded spring will take
a lengthy breaking operation.

• As a result transient recovery voltage will act across the contactors

through the ionized arc.

• This may cause damage to the circuit breaker contacts.

• It may also cause instability of the system.

 Automatic Operation

• The triggering action is normally done by

electrically operated motor or magnetic
coil that is operated by a push button.

• Opening and closing both done

electrically.
 Vacuum Circuit
Breaker
• Dielectric Strength: The Potential gradient necessary to cause breakdown of
an insulating medium is termed its dielectric strength and is usually
expressed in MVs/meter of thickness. The value of DS is reduced with
increase of thickness.

• For air of 0.2 mm thick DS 5.75MV/m, for 1 mm thick 4.46MV/m, For mica of
1mm 61 MV/m

• The high dielectric strength of a vacuum allows a very short contact

separation.

• Unlike other circuit breaker a rapid re-strike free interruption of the arc is
achieved.
 Vacuum Circuit Breaker
• When an alternating current is interrupted by the separating contacts, an arc
is formed by a metal vapour from the material on the contact surfaces

• And this continues to flow until a current zero is approached in the ac wave
form.

• At the next instant the arc is replaced by a region of high dielectric strength
which is capable of withstanding a high recovery voltage.

• Metal vapours condenses back onto the contacts.

 Vacuum Circuit Breaker
CONTACTS IN VACUUM CHAMBER

SHIELD

METAL BELOW

FIXED CONTACT
BOLT

MOVING CONTACT
BOLT

CERAMIC
INSULATOR
 ADVANTAGE OF VACUUM CIRCUIT BREAKER

• COMPACT
• MINIMUM MAINTENANCE
• NON FLAMMABLE
• NON TOXIC
• LIFE- 20 YEARS
 SF6 CIRCUIT BREAKER

• Sulphur Hexafluoride gas at a pressure of about 5 bar is kept in sealed contact

chamber .

MAIN ARC CHAMBER

OPERATING
CONTACTS
MECHANISM

SF6

EPOXY RESIN CASE

• HV Variable Frequency Drive
 Controlled Rectification
• Diode, having only two terminals- they cannot control the
size of the d.c. output from the rectifier.
• For controlled rectification it is necessary to use a set of
three-terminal devices such as thyristors (for high
currents) or transistors (for low - medium currents).
• An equivalent three phase bridge requires six diodes for
full-wave operation.
• Other single-phase circuits using a biased arrangement
with two diodes and a centre-tapped transformer will
create full-wave rectification
• Similarly, four diodes in a bridge formation will also
produce a full-wave d.c. voltage output.
• A basic a.c.-d.c. control circuit using a thyristor switch is
shown in the next slide.
Three-phase controlled rectifier bridge circuit.

Full wave controlled rectification from a three-phase a.c. supply is achieved

in a bridge Circuit with six thyristors a shown
 Three-phase controlled rectifier bridge circuit.
• Compared with a diode, a thyristor has an extra (control) terminal called
the gate (G).
• The thyristor will only conduct when the anode is positive with respect to
the cathode and a brief trigger voltage pulse is applied between gate and
cathode (gate must be more positive than cathode).
• Gate voltage pulses are provided by separate electronic circuit and the
pulse timing decides the switch-on point for the main (load) current.
• The load current is therefore rectified to d.c. (by diode action) and
controlled by delayed switching.
• In the circuit an inductor coil (choke) smooth the d.c. load current even
though the d.c. voltage is severely chopped by the thyristor switching
action.
• An alternative to the choke coil is to use a capacitor across the rectifier
output which smooths the d.c. voltage.
 Three-phase controlled rectifier bridge circuit.
• The equivalent maximum d.c. voltage output is taken to be about
600 V as it has a six-pulse ripple effect due to the three-phase input
waveform.
• Controlled inversion process - A d.c. voltage can be inverted
(switched) repeatedly from positive to negative to form an
alternating (u.c.) voltage by using a set of thyristor (or transistor)
switches.
• The inverter bridge circuit arrangement is exactly the same as that
for the rectifier.
• The d.c. voltage is sequentially switched onto the three output lines.
• The rate of switching determines the output frequency.
• For a.c. motor control, the line currents are directed into (and out
of) the windings to produce a rotating stator flux wave which
interacts with the rotor to produce torque.
• The processes of controlled rectification and inversion are used in
converters that are designed to match the drive motor.
Three-phase inverter circuit and a.c. synchronous motor

Controlled three-phase thyristor bridge inverter is shown

 Converter Types
The principal types of motor control converters are:
- >a.c.-d.c. (controlled rectifier for d.c. motors) . a.c.-d.c.-a.c. (PWM for
induction motors)
- >a.c.- d.c.-a.c. (synchroconverter or synchronous motors) .
-> d.c.-a.c. (cycloconverter for synchronous motors)

These are examined below:

a.c.- d.c. converter
• This is a three phase a.c. controlled rectification circuit for a d.c.
motor drive.
• Two converters of different power ratings are generally used for the
separate control of the armature current and the field current which
produces the magnetic flux .
• Some systems may have a fixed field current which means that the
field supply only requires an uncontrolled diode bridge
 Converter Types
• Shaft rotation can be achieved by reversing either the field current
or the armature current direction.
• Ship applications for such a drive would include cable-laying,
offshore drilling, diving and supply, ocean survey and submarines.

a.c.- d.c.-a.c.-PWM converter

• This type of converter is used for induction motor drives and uses
transistors as the switching devices.
• Unlike thyristors, a transistor can be turned on and off by a control
signal and at a high switching rate (e.g. at 20 kHz in a PWM
converter).
• The input rectifier stage is not controlled so is simpler and cheaper
Also, the converter do not allow power from the motor load to be
regenerated back into the mains supply during a braking operation.
Controlled rectification converter and d.c.
motor
PWM converter and a.c. induction motor
 Converter Types
• PWM involve conversion 440V a.c. supply To 600V, the
rectified d.c. (link) voltage will be smoothed by the capacitor to
approximately 600 V.
• The d.c. voltage is chopped into variable width, but constant
level, voltage pulses in the computer controlled inverter section
using IGBTs (insulated gate bipolar transistors).
• By varying the pulse widths and polarity of the d.c. voltage it is
possible to generate an averaged sinusoidal ac. output over a
wide range of frequencies typically 0.5-120Hz.
• Due to the smoothing effect of the motor inductance, the motor
currents appear to be nearly sinusoidal in shape.
• By sequentially directing the currents into the three stator
windings, a reversible rotating magnetic field is produced with
its speed set by the output frequency of the PWM converter.
 Converter Types
• Accurate control of shaft torque, acceleration time and resistive
braking are a few of the many operational parameters that can be
programmed into the VSD,usually via a hand-held unit.

• The VSD can be closelv tuned to the connected motor drive to

achieve optimum control and protection limits for the overall drive.
•
• Speed regulation against load changes is very good and can be
made very precise by the addition of feedback from a shaft speed
encoder.

• VSDs, being digitally controlled, can be easily networked to other

computer devices e.g. programmable logic controllers (PLCs) for
overall control of a complex process.
 Converter Types
a.c.-d.c.-a.c. synchroconverter
• This type of convert is used for large a.c. synchronous
motor drives (called a synchrodrive) and I is applied very
successfully to marine electric propulsion.
• A synchroconverter has controlled rectifier and inverter
stages which both rely on natural turn-off (line
commutation) for the thyristors by the three phase a.c.
voltages at either end of the converter.
• Between the rectification and inversion stages is a
current-smoothing reactor coil forming the d.c. link.
• An operational similarity exists between a svnchrodrive
and a d.c. motor drive. DC link synchroconverter and a
dc motor drive.
Synchroconverter circuit.
Inverter current switching sequence
 Converter Types
• This view considers the rectifier stage as a controlled
d.c. supply and the inverter/synchronous motor
combination as a d.c. motor. with the switching inverter
acting as a static commutator.
• The combination of controlled rectifier and d.c. link is
considered to be a current source for the inverter whose
task is then to sequentially direct blocks of the current
into the motor windings
• The size of the d.c. current is set by the controlled
switching of the rectifier thyristors.
• Motor supply frequency (and hence its speed) is set by
the rate of inverter switching.
• The six inverter thyristors provide six current pulses per
cycle (known as a six-pulse converter)
 Converter Types
• A simplified understanding of synchroconverter control is
that the current source (controlled rectification stage)
provides the required motor torque and the inverter
stage controls the required speed.
• To provide the motor e.m.f. which is necessary for
natural commutation of the inverter thyristors, the
synchronous motor must have rotation and magnetic
flux in its rotor poles.
• During normal running, the synchronous motor is
operated with a power factor of about 0.9 leading (by
field excitation control) to assist the line commutation of
the inverter thyristors.
• The d.c. rotor field excitation is obtained from a separate
controlled thvristor rectification circuit.
 Converter Types
• As the supply (network) and machine
bridges are identical and are both
connected to a three-phase a.c. voltage
source, there roles can be switched into
reverse.
• This is useful to allow the regeneration
motor power back into the mains power
supply which provides an electric braking
torque during a crash stop of the ship.
Cycloconverter circuit and output
voltage waveform.
 Converter Types
a.c.- a.c. cycloconverter
• While a synchroconverter is able to provide an output frequency
range typically up to twice that of the mains input (e.g. up to
120 Hz), a cycloconverter is restricted to a much lower range.
• This is limited to less than one thtird of the supply frequency
(e.g. up to 20 Hz) which is due to the way in which this type of
converter produces the a.c. output voltage waveform.
• Ship ropulsion shaft speeds are typically in the range of 0-145
rev/min which can easily be achieved by the low frequency
output range of a cycloconverter to a multi-pole synchronous
motor.
• Power regeneration from the motor back into the main power
supply is available. A conventional three phase converter from
a.c. to d.c. can be controlled so that the average output voltage
can be increased and decreased from zero to maximum within
a half-cycle period of he sinusoidal a.c. input.
 Converter Types
• By connecting two similar converters back-to-back in each line an
a.c. output frequency is obtained.
• The switching pattern for the thyristors varies over the frequency
range which requires a complex computer program for converter
control.
• The corresponding current waveform shape (not shown) will be
more sinusoidal due to the smoothing effect of motor and line
inductance.
• The output voltage has ripple content which gets as the output
frequency it is this feature that limits useful frequency.
• There is no connection between the three motor windings because
the line converters have to be isolated from each other to operate
correctly to obtain line commutation (natural) switching of the
thvristors.
• The converters may be directly supplied from the HV line but it is
more usual to interpose step-down transformers. This reduces the
motor voltage and its required insulation level while also providing
additional line impedance to limit the size of prospective fault current
and harmonic voltage distortion at the main supply bus-bar.
Twin Shaft EL Propulsion
FPSO Electrical system Layout
Shuttle Tanker Electrical System Layout
Shuttle Tanker Electrical Line Diagram
Drill Ship Electrical System Layout
•
The future
Propulsion of ships by help of standard diesel
engines usually gives a non-optimal utilization of the
energy.
• Today an increased use of diesel electrical propulsion
of ships can be seen. New power electronics and
electrical machines will be developed for propulsion
and thrusters, as well as other application on board.
• Knowledge has to be developed about how such
large motor drives will influence the autonomous
power systems on-board.
• Even development of new integrated electrical
systems for replacement of hydraulic systems (top-
side as well as sub-sea) are becoming areas of need.
Typical system of all electrical ship
• Generator sets complete with prime movers and engine
controls
• HV/LV Switchboards, distribution systems and group starter
boards
• Propulsion and thruster motors complete with power
electronic variable speed drives
• Power conversion equipment
• Shaft braking
• Power factor correction and harmonic filters
• (as necessary)
• Power management
• Machinery control and surveillance
• Dynamic positioning and joystick control
• Machinery control room and bridge consoles
• Setting to work and commissioning
• Operator training
 Future electrical ship
• Future HV ships systems at sea may require voltages up
to 13.8 kV to minimize fault levels
• It is therefore essential that all Marine Engineering
personnel are trained in safe working practices for these
voltages.
• The Electrical officers of the near future must be fully
trained to carry out maintenance and defect rectification
on Medium Voltage (MV) systems.
• This will mean a considerable increase in the electrical
content of all training.
• Training will also need to be given to non-technical
personnel to ensure everybody is aware of the dangers
of these higher voltages.
Available systems