The guide of

Marine Frequency Converters

marine
EQUIPMENT
2
Table of contents
1 INTRODUCTION 4

2 TECHNICAL DESCRIPTION FOR

MARINE FREQUENCY CONVERTERS 5
Siemens Marine frequency converters 5
AC motors controlled by Marine frequency converters 5
Overview of the Marine frequency converter operation 6
The Marine frequency converter's load on the power supply 7

3 APPLICATIONS WITH MARINE FREQUENCY CONVERTERS 7

Marine frequency converter used in diesel-electric propulsion 7
Booster 9
Cargo pumps 9
Winches 11
Thrusters 12
Fans and cooling systems 13
Other applications 14

4 OTHER ISSUES 15
Energy saving 15
Pump characteristic with throttle valve control 15
Pump characteristic with speed control 15
Electromagnetic compatibility (EMC) 16
Harmonic currents and tuned filter circuits 17
Harmonic distortion of mains supply 17
Marine frequency with three possibilities
for Bus communication 18
Communication with PROFIBUS 18
Communication between drives by Siemens DRIVE-CLiQ 18
Commissioning and service with a Personal computer 19
Dynamic load limitation (DLL) 19

SUMMARY 20

3
1 Introduction

The shipping industry is facing ever greater challenges,

especially regarding energy saving and the environment.
Lurking in the background are political shadows like
CO2 duties and dire predictions concerning the cost of
fuel in ten years time.

Authorities and owners are consequently focusing more

and more on shipping concepts involving less environ-
mental risk and energy saving.

Shipping installations having higher fuel efficiency in

all operational stages will be increasingly favored and
will presumably have great potential for future growth.
Additionally, the requirements of reliability, redundancy,
maneuverability and concerning long maintenance
intervals and short service response time are gradually
becoming stricter. Parts of these requirements can easily
be met by controlling the speed of electric motors.
In this guide, you will get a brief introduction to the
operational principle of a frequency converter, its
construction and application. When connected to a
frequency converter, an AC motor exhibits unique
properties in providing rotational speeds from standstill
to values in excess of the rated speed, and also in
maintaining exact torque control. This brochure will guide you through the majority of

The Marine frequency converter system represents applications of Marine frequency converters on board

a new concept due to its uniform power range.
The regulation and control properties of Marine
frequency converters enable the use of the same type
of frequency converters with all drives on board. Even
hydraulically operated equipment may advantageously
be replaced by Marine frequency converters and electric
motors.
a ship, pointing out the advantages of using them. It
will present to you the properties of Marine frequency
converters in given applications and suggest the cor-
responding solutions. At the same time, we will present
the possibility of integrating Marine frequency con-
verters in automation systems.
Any frequency converter will by nature create distortions
in the supply voltage and can thereby cause disturbances
to other on-board equipment. We will present how to
avoid such disturbances by the selective use of Marine
frequency converter configurations and show the
potential for improvements.

4
Marine frequency converter
for Marine frequency
Siemens Marine frequency converters
Frequency converter requirements vary with respect to
functions, the required survey and the uniformity of control
throughout the power range. The frequency converter
should also be connectable to all system supply voltages.
The new Marine frequency converter family from Siemens
has been developed for the ship industry market and com-
plies with all the associated requirements.
The Marine frequency converters can also be delivered
with rectifiers drawing a pure sine-shaped current, thereby
reducing total harmonic distortion to less than 1 %.
All frequency converters in the Marine design have the
following properties:
• Frequency conversion using IGBT technology
• Uniform control philosophy
• Same type of control panel
• Identical electronic solutions and basic functions
• Identical connection of control functions
• Identical commissioning technique
• Open software for customized applications
A function (a parametric number) given in one unit has the
identical meaning in all other units found in the range. The
same applies to the function of the signal terminals and
their allocation. The same also applies to functions like
diagnostic memory, trace and reaction to faults. All units
react in the same way to control commands. This is an
important advantage to you as user: if you know how to
use one Marine converter, you know how to use them all.
Marine frequency converters from Siemens is the first
frequency converter system on the market covering all kind
of applications with the same frequency converter philo-
sophy. Here, the smallest units may be used for driving
pumps and fans, while the larger units may drive transverse
thrusters and motors for main propulsion. You will deal
with only one concept with respect to operation and main-
tenance.
Technical Description
converters
AC motors controlled by
Marine frequency converters
Frequency converters using Pulse Width Modulation (PWM)
2
inverter units provide the most favorable technical and
economical solution for controlling AC motors. New IGBT
transistor technology components favor AC motor drives.
Highly integrated microelectronic components having
powerful calculation capabilities and nearly unlimited
storage possibilities make it possible to realize large and
complex functions at low cost with small space require-
ments.
The speed-controlled AC motor has been a major innovation
in all branches of industry, and the rapid rate of innovation
will cause a further increase in the need for such drive
systems.
The quality of a speed-controlled drive depends on the ac-
curacy and the dynamic ability of the power exertion (the
torque) to be transferred to the driven machine and also
on how precisely the speed regulation can be controlled.
Additionally, it is extremely important to achieve optimum
efficiency and to minimize power consumption.
Today, it is almost unthinkable to drive modern machinery
without speed-controlled drives. Economical as well as
technical conditions must be evaluated when investing in
new motor drive technology.
Disregarding the efficiency of the motor and the frequency
converter, the load on the primary power source is the
active power required by the working machinery at any
time only. This will be the case even when the motor
operates in the partially loaded area, i.e. with unity power
factor against the mains.
The onboard generators are not loaded with reactive
power and do not need be dimensioned for this. The figure
below shows the typical efficiency factor of a motor and
a frequency converter throughout the speed range with
a constant load torque at all speeds. Marine frequency
converters use optimum Pulse Width Modulation (PWM)
causing the connected motors to maintain a high efficiency
and high torque utilization over the complete speed range.
The efficiency curve throughout the speed range
for a Marine frequency converter controlled motor
100
Motor
90
Converter
80
Total
70
60
0
0 40 60 80 100
Speed n/nrated [%]
5
Large drives such as diesel-electric propulsion systems
normally get their electrical power from three or more
diesel engines. Here is a great potential for energy saving
in using only the number of diesel engines needed for the
desired propulsion and the other energy needs on board.
Auxiliary diesel engines will no longer be needed and the
planning of maintenance becomes easier.
A diesel-electric propulsion system enables a more flexible
and optimal positioning of the heavy and bulky compo-
nents and will at the same time reduce the total requirement
for area and space. Simultaneously, improved system plann-
ing will result in reduced service costs.
Cooling water pumps and fans also represent a great
energy saving potential since they are dimensioned ac-
cording to classification requirements with respect to
temperatures. The result is the use of excessive energy in
pumping unnecessary volumes of air and water through
the system. For much of the year, air and water temperatures
are normally considerably lower than the criteria used as
the basis for the classification requirements. Investment in
Marine frequency converters with integrated temperature
regulation will soon pay for itself.
For other uses such as winches, thrusters, discharging
pumps, etc., a Marine frequency converter-fed AC motor
will exhibit better operational features than hydraulics.
A Marine frequency converter will regulate the speed ac-
curately and make the motor yield an exact pre-set torque.
The rugged squirrel cage motor may be controlled to give
a uniform torque from standstill to well beyond the rated
speed.
Speed-controlled motor drives have the following
advantages:
• Lower investments
• Energy saving in the partial load range
• Low maintenance costs as wear of machinery and
materials are saved by the controlled motor operation
• Less space in relation to hydraulic or diesel solutions
Technically better process solutions:
• Improved operation reliability
• Less wear, less maintenance
• Simple monitoring and operation
• Fast and safe fault diagnosis
• Economically friendly operation
6
Diesel-electric propulsion of a luxury yacht
Overview of the Marine frequency converter
operation
The task of the frequency converter is to convert the fixed
frequency and voltage of the power supply (mains supply)
to a variable frequency and voltage for feeding the motor.
The speed of the motor will change linearly with the
frequency. In order to exert an exact control of the motor
torque, it is important to keep the ratio of voltage and
frequency constant throughout the speed range of the
motor, i.e. V/f ~ = constant; is the magnetization flux
of the motor.
The rectifier of the Marine frequency converter converts
the AC supply voltage to a constant DC voltage, and the
task of the AC inverter is to transform this DC voltage into
a variable AC voltage. The Marine frequency converter
performs this energy conversion in an almost loss-free way.
The efficiency of the Marine frequency converters lies in
the range of 97–98 %. The power rectifier, consisting of
diodes or thyristors, does this in a way to ensure that the
current drawn from the supply is in phase with the supply
voltage, i.e. the Marine frequency converter will only draw
active power from the supply, i.e. almost unity power factor,
and there is no need for reactive power. Ignoring the
efficiency factor of the motor and the Marine frequency
converter, the motor drive will only draw the active power
at any time needed by the driven load. This also applies
when the motor operates in the partial load range.
The high efficiency of a speed-controlled squirrel cage
motor throughout the speed range is superior compared
with other forms of drives.
3AC 208 - 690 V
50/60 Hz t
Rectifier
V
DC link
t
Inverter
V
3AC 0 - Vrated
t
M
~
The construction of a pulse width modulated Marine frequency converter
with power rectifier, intermediate circuit and AC converter
The Marine frequency converter's
load on the power supply
The figure below shows the principle of a Marine frequency
converter controlled motor drive. The two graphs show the
current, voltage and power supplied to the motor or driven
machine and corresponding conditions on the supply side
as a function of the motor speed. The condition here is that
the driven machine requires a constant torque T over the
speed range.
The physical relation between torque T and power P is
T [Nm] = 9.55 . P [W] / n [rpm]
We see from this that the output power P will increase
Applications with
Marine frequency
converters

Marine frequency converter

linearly with the motor speed n when keeping the torque
constant. Because the control system of the Marine fre-
quency converter ensures that the motor operates with
constant magnetization , the motor current will be directly
proportional to the torque T, i.e. I [A] ~. k . [Nm]. The
condition for a constant magnetization is that the applied
voltage V increases proportionally to the frequency f, i.e.
V/f = constant = . The basic physical law stating that P is
the product of voltage V and current I, i.e. P = V . I is evident
from the diagrams.
I Feeder side Current I
3AC 208 - 690 V
P Power P
50/60 Hz
V Voltage V
Rectifier
DC link nrated n [rpm]
V Motor side Voltage V
Inverter P Power P
T Torque T
I Current I
3AC 0 - Vrated
M
~ nrated n [rpm]
Power and current load on the mains and motor when operating
a constant torque loaded motor through its speed range
Noting how the physical factors on the supply side of the
converter changes as a function of the rotational speed
when keeping the torque of the working machine constant,
the absorbed power Pi from the power source must neces-
sarily be identical with the output power of the motor Po
when ignoring the efficiency.
As the power voltage V is constant and the physical condition
P = V . I must be met, the current I, which the Marine
frequency converter draws from the power supply, will
increase proportionally to the motor speed, even when the
motor current I and the torque remain constant. These two
currents will be identical only at the rated motor speed.
From the given physical conditions, the current load will
be very low at low speeds or at low loads. Starting a motor
directly from the power source, the motor current will be
6–7 times the rated current. When using a Marine frequency
converter, the source current will be only a fraction of the
rated motor current. This means that the mains voltage
drop caused by a Marine frequency converter-controlled
motor, small or large, is negligible.
used in diesel-electric propulsion
3
For most types of vessels, a diesel-electric propulsion system
is superior to a conventional diesel system with respect to
technical, operational and economical aspects.
The five most important aspects making a diesel-electric
propulsion system attractive are:
• Reduced maintenance work
• Increased reliability
• Better maneuverability
• Improved environment
• Considerable saving in energy
A diesel-electric propulsion system is normally equipped
with two propellers and three or more generators, giving
high availability. One or four propeller systems are also not
uncommon depending on the type of vessel (e.g. for large
ferries).
A system of four diesel engines will normally be the most
flexible system. The number of engines simultaneously
in use will depend on the desired thrust and the speed of
the propellers. This implies that the number of engines in
operation will be restricted to the actual number needed
for restoring the energy balance. The highest availability
will be achieved when three diesel engines are in operation
and the vessel can still maintain 90 % of its maximum speed.
With a system of this kind, an auxiliary diesel engine is
superfluous. This means that planned maintenance may
be performed without jeopardizing system reliability.
In large propulsion systems where Marine frequency con-
verters use a three-winding front transformer, a special
front feeding system is used for charging the DC link circuit
of the Marine frequency converter.
When using the Active Front End (AFE) as the feeding
system, an input transformer is not applicable in case
the line voltage is equal to the input voltage of the drive
system. With this system, the harmonic distortion is
not only extremely low (less than 1 %) but a power factor
compensation of the power line is also possible.
Machine room with electrical motors – each 3 MW
 Advantages of diesel-electric propulsion systems
Economically favorable
Diesel engine
• Optimal fuel consumption of the diesel engine
for generating electricity
Generator G G G G
~ ~ ~ ~ • Less sooting due to optimum operation with respect
to rotational speed and load range
• High efficiency factor throughout the speed range
Main
switchboard • Reduced maintenance cost due to increased service
intervals caused by optimum operation time of the diesel
engines
• Better conditions of maintenance planning
Transformer
• Minimum downtime for maintenance and service
• Flexible use of generators
Marine frequency
converter ~ ~ Operational reliability
~ ~ • Modular construction and redundant systems with
Induction M M a minimum of possibilities for total loss of propulsion
motor ~ ~
• Radical reduction of moving mechanical parts
• Experience through more decades with the used electrical
A diesel-electric propulsion system with generators components
and two propulsion propellers
• MTBF (Mean time between failure) is vastly improved
using a diesel-electric system with fixed propeller instead
In conventional propulsion with variable diesel engine
of a conventional system with controllable pitch propeller
velocity, the specific fuel consumption varies with the speed
of the engine (see figure on page 5). This can often be Flexibility
found in smaller ships, in which the velocity of the ship is The modular construction of a diesel-electric propulsion
not controlled by a pitch shift propeller but by the velocity system permits a flexible placement of onboard units:
of the engine. There is a point of optimum fuel consumption
for one certain speed, which in this form of propulsion is • No long propeller shafts
not reached very often, as it relates to only one fixed velocity • More practical location of diesel engines
of the ship.
• Reduced space and area requirements
Now using a variable speed drive with diesel-electric pro-
• Flexibility in the choice of diesel engine speed
pulsion, the speed of the boat is neither regulated by the
pitch shift propeller nor by the variation of the diesel engine • Easier to make a sectioned engine room
velocity, but by the Marine frequency converter and the
electric motor.
Therefore, the main power plant of the ship, the diesel Propulsion room with one 736 kW motor for bow thruster
engine, can always run at the point of optimum fuel con- and one 900 kW motor for a retractable azimuth propeller
sumption.
The effect:
Less sooting of the diesel engine, thereby less maintenance.
Smaller, high-speed diesel engines that have lower prices.
Lower fuel consumption.
In total: lower costs.

Fuel consumption in relation with speed

Power [kW]

Torque [Nm]

Specific fuel consumption

[g/kWh]

0 1000 2000 3000 4000 5000 6000

Speed [rpm]

8
 Marine frequency converters for booster For on-deck location, the motors must have a degree of
IP56 – heavy sea protection – and must often have an
Booster drives increase the main power propulsion of
explosion-proof design. Speed-controlled pump drives using
vessels by using an electric motor in combination with the
Marine frequency converters provide much better flexibility,
main engine.
efficiency and noise level than hydraulically-driven pumps.
They support the ship's diesel engine when accelerating,
Also pump-related special “Technology software” can be
relieve it over the complete speed range, guarantee con-
part of this solution for protection of the pump and a higher
sistently high speeds and improve its efficiency.
productivity of the total pump system.
In the diagram below, you will find an overview of a booster
Marine frequency converters offer both speed and torque
drive system implemented in an electrical system.
control and with AC motors of high thermal reserve, supreme
flexibility can be achieved in a pump system of this kind.
Propulsion
The figure shows the high torque obtained with Siemens
AC motors used in conjunction with Marine frequency con-
Booster
verters, even above the rated motor speed.
M
~
Constant flux Field weakening
Diesel engine Torque
range range
T/Trated [%]

Generator G G ~ G G 100
~ ~ ~ ~ ~
90
80 Utilization
according to
Main 70 temperature class F
switchboard
60 Utilization
according to
Example of a booster drive system with 3 auxiliary generators temperature class B

0 10 20 30 40 50 60 70 Frequency [Hz]
The Booster drive can operate in conditions such as:
Typical torque utilization characteristic
• Main engine is out of order. This means that the propeller
for a self-cooled squirrel-cage motor as a function of speed
of the vessel is controlled over the Booster drive.
• In case the vessel is at crawl speed, the main engine can AC-connected systems
be switched off and propulsion power is delivered by the
Booster drive. Input power to the Marine frequency converter feeding the
cargo pumps comes from a circuit breaker via the main
• When the main engine is running at nominal power and
distribution board. Each cargo pump has its own Marine
the speed has to be increased.
frequency converter and is individually controlled. The
Highlights for this device are: Marine frequency converters communicate with the auto-
• Main engine and main generator can be smaller due to mation system via conventional I/O signals or via serial
the fact that additional propulsion power can be supplied communication channels, for instance PROFIBUS, Ethernet,
by the booster. Also the auxiliary generators will be used and CAN-Bus.
more optimally. The Marine frequency converter may form part of the main
• Lower energy consumption especially in partial loads. switchboard or be mounted in separate cubicles or cabinet
Also fuel saving by switching off the main engine at systems.
crawl speed.
• Less maintenance due to the fact that auxiliary engines
Cargo pumps with AC-connected system
are running at optimal condition and main engine is not
used at low speed where low power is applicable. Main switchboard
3AC 380 / 690 V, 50/60 Hz
Marine frequency converters
for cargo pumps
In connection with transport of goods, we need equipment AC Busbar
for loading and unloading ships.
These are for example pump drives for oil tankers, chemical
tankers or edible-oil tankers.
As the Marine frequency converter system is of a modular
construction, it is possible to customize pump concepts
~ ~ ~ ~ ~ ~ ~ ~
~ ~ ~ ~ ~ ~ ~ ~
according to the number of pumps, their sizes and their
simultaneity factor. The pump drives with associated elec-
M M M M M M M M
trical motors are either located in a pump room or long- ~ ~ ~ ~ ~ ~ ~ ~
axled pumps are used with their motors placed on deck.

9
DC-connected system
Main switchboard
Especially where pumps are not to be simultaneously 3AC 380 / 690 V, 50/60 Hz
operated, it may be practical to allow the Marine frequency
converters to be fed from the main switchboard via two
rectifiers or Active Front End. The rectifiers or Active Front
End in turn feed each converter via a DC busbar. The di-
mensioning of the rectifiers should be based on the simul-
taneity factor of the pumps, and not on the totally installed
pumping power. The advantage of such a system is that
the total dimensions of the main switchboard including the
Marine frequency converters are optimized. ~ ~
~ ~

Main switchboard
3AC 380 / 690 V, 50/60 Hz

M M M M
~ ~ ~ ~

~ ~ Block diagram of a pump drive system by means of cross connection

= =
DC Busbar

An interconnection between each low voltage drive system

is also available for maximum availability of the pump
= = = = = = = = system. In case a Marine frequency converter is out of order,
~ ~ ~ ~ ~ ~ ~ ~ an interconnection can be made to the other one to ensure
that the tanks can be unloaded. Thereby you guarantee
M M M M M M M M
~ ~ ~ ~ ~ ~ ~ ~ maximum availability of the pump system.
All contactors (output and interconnection) and pump-
related “Technology software” are controlled by the Marine
Cargo pumps with DC-connected system
frequency converter itself by using the PLC and process
functionality inside the low voltage drive system and
a connection to the automation system is also possible.
AC-connected low-voltage drives in cross connection
One Marine frequency converter is feeding a combination
of cargo pumps but is controlled individually. The power
of the Marine frequency converter depends on the power Cabinet of cargo pump
of the pumps, the amount of pumps which can be in
operation and if it is necessary to start a pump on a running
converter. It is also possible for example to control two
different types of motor power ratings on one Marine
frequency converter by means of selection in the Marine
frequency converter.
All contactors (output and interconnection) and pump-
related “Technology software” are controlled by the Marine
frequency converter itself by using the PLC and process
functionality inside the low voltage drive system. Further-
more, a connection to the automation system is possible.
For maximum availability of the pump drive system, an
emergency control is available in front of the low voltage
drive cubicle. With this solution, an unloading of the tanks
is still possible in case the overall automation system is out
of order.

10

Operator desk
Touch panel
~ ~
Interface connection
I/O or serial
Remote access communication
M M
~ ~
Block diagram of a pump drive system by means of a matrix connection
AC-connected system in matrix connection
The output of each low-voltage drive Marine frequency
converter is connected to a contactor matrix.
All low-voltage drive converters are controlled over
PROFIBUS by a SIMATIC PLC system which controls:
• The contactors in the matrix by distributed I/O modules.
• On the touch-screen mounted in front of the converter
drive system information on the status of the system as
well as an emerging mode can be selected.
• Interface connection to the overall automation system
(for example cargo computer) by I/O signals or of a serial
communication link, for instance PROFIBUS, CAN-Bus and
Ethernet.
• Interface connection by I/O or serial communication
with operator panel.
• Interface connection by serial communication with
touch panel.
• Faster diagnosis, shorter downtime, reduced maintenance
cost by using remote access.
• Easy upgrading or adding of supplementary services.
The matrix combination provides maximum flexibility and
availability.
Main switchboard
3AC 380 / 690 V, 50/60 Hz
~
~ ~ ~
M M M M
~ ~ ~ ~
Marine frequency converters for winches
Windlasses, mooring winches, etc. have until now mostly
been equipped with hydraulic or pole changing motor drive
systems.
Winches using squirrel cage motors and Marine frequency
converters have improved operational features and a sim-
plified total concept. The robust squirrel cage motor provides
a standstill torque twice the rated torque, and at the same
time, the maximum speed of rotation is 2 to 4 times the
rated value. Winch drives using Marine frequency converters
will exhibit improved control and optional features using
Marine frequency converters with Vector Control since the
exact control of speed and torque from n = 0 throughout
the total speed range is guaranteed.
For most winches, the Marine frequency converter will be
equipped with the technology board fitted with an appli-
cation-oriented software. Among other things, the techn-
ology board takes care of all the superior speed and torque
control as well as of the control of the holding brakes. It
also continuously supervises the brake momentum versus
the desired rotational speed.
11
 LV Switchgear

Emergency
Stop

Frequency converter PROFIBUS Windlass

control system
Winch Motor
interface interface

Electric motors

Winch

Principal sketch of a winch control (Winch)

Windlasses on a Hopper dredger 300 kW

With Marine frequency converters, electrical braking can
be performed as follows:
• The electrical braking energy is fed back to the mains.
The precondition is that the mains is able to receive the
superfluous electrical energy, i.e. other heavy loads must
be connected.
In conjunction with Marine frequency converters, the con-
trollability requirements for winches are analogous to those
for cranes, be it grab cranes or container cranes. On a crane,
there are often many motor drives, like for instance for the
main hoist, an auxiliary hoist, gantry movements and
transverse movements.

• The electrical braking energy is absorbed by a brake
resistor. With braking of long duration, this will lead to
a lot of heat being dissipated from the resistor, requiring
more space than the previous braking option.
Considering power load and the simultaneity factors, the
most compact configuration of the Marine frequency con-
verter system would be to use a common mains rectifier
feeding all converters via a DC busbar. The rectifier may
well be of the feedback-of brake-energy type or with a com-
mon brake chopper mounted on the DC busbar. The DC
busbar will then work as an energy smoothing connection.

Marine frequency converters for thrusters

Warp speed [%]
Bow Thrusters have until now mostly been equipped with
200
hydraulic systems.
Electric drive
150 This hydraulic system contains a fixed speed motor driving
the thruster with a fixed speed, the water flow itself is
controlled by changing the pitch of the propeller through
100
the hydraulic system.
Hydraulic drive
50 With the Marine frequency converters, the speed of the
thruster can be changed in a wide range where the pitch
0
is fixed. In other words, the water flow by the thruster is
0 50 100 160 Torque [%] controlled by the speed of the motor. The complete control
of the thruster is part of the Marine frequency converter.
Comparison between features of hydraulic drives and Marine For the steer able thruster, the Marine frequency converter
frequency converter controlled motor by winch application
is also an optimal solution.
Both movements (rotating and speed control of the thrus-
ters) can be controlled by the drive.

12
Marine frequency converters in fans
and cooling systems Required
temperature
On board most ships, there are a great number of pumps 4 - 20 mA
serving multiple purposes. Cooling water pumps are es-
PID ~
pecially dimensioned to have their rated capacity at a water
~
temperature of 32 °C or 38 °C. When operating in cooler
Temperature
seas, this means that unnecessary high volumes of cooling signal
M
water are pumped through the systems, resulting in high 4 - 20 mA ~
cost of energy and wear of the mechanical equipment.
Vessels used for instance for transporting fruit require very
stable temperatures. In passing through climatic zones with Temperature regulation of a pump with Marine frequency converter
changing temperature conditions, a Marine frequency
converter controlled cooling system will ensure constant
storage room temperature.
On board passenger and cruise vessels, considerable energy
Required
is used for ventilation and air conditioning. Day cycles and pressure
changing environmental temperatures mean the motor 4 - 20 mA
power requirement for systems of this kind will undergo
PID ~
large variations.
~
With temperature control, only the required motor power Measured
pressure
will be used to maintain the desired temperature. 4 - 20 mA
For supply vessels, the ballast pumps, cargo pumps for fuel,
brine and mud, etc. are installed with speed regulation
using Marine frequency converters. M M
~ ~
The use of Marine frequency converters in regulating engine
room temperature has also proved to provide great savings
in energy.
Most pump and fan systems pay for themselves within a Pump control with Marine frequency converter, pumps working
couple of months of operation through energy saving. The in parallel with only one speed-controlled machine

operational advantages of reduced wear and maintenance

come in addition to this.
The first figure above shows the principal conditions in a
temperature-controlled pump. The temperature behind the
pump is measured using a transducer giving a 4–20 mA
output signal. The Marine frequency converters have inte-
grated PID regulators which may be used for controlling
temperature, volume, pressure levels, etc. In the given
figure, the desired temperature is entered as a 0–10 V,
0–20 mA or 4–20 mA signal. The Marine frequency con-
verter controller will cause the AC motor to rotate at the
speed needed to achieve the desired temperature.
Supply vessel converter drives for cargo pumps,
seawater cooling pumps and ventilation on board
For two or more pumps or compressors working in parallel,
only one machine will actually have to be speed-controlled
whereas the others may be directly engaged or disengaged
from the mains. In such cases, the Marine frequency con-
verters are equipped with application software.
This software completely controls and supervises both
the Marine frequency converters and the pumps operated
directly from the mains. When the Marine frequency con-
verter operates its controlled motor at maximum speed
and there is a need for a still higher volume or pressure,
the Marine frequency converter will switch the next motor
directly on line. The Marine frequency converter will now
automatically reduce the speed of its controlled motor
during the acceleration process of the directly engaged
motor, thus preventing pressure jolts and oscillations in the
piping system.

13
Marine frequency converters
Main switchboard
for other applications 3AC 380 / 690 V, 50/60 Hz
The Marine frequency converter drives can also be used
for other applications such as cranes and conveyor belts.
Especially where speed or torque-controlled drives are
necessary, the marine drives are at their best.
With the open software functionality, customized
applications can be easily adapted in the Marine frequency
converter by using this open software. ~
=
DC Busbar

= = = =
~ ~ ~ ~

M M M M M M M
~ ~ ~ ~ ~ ~ ~
Main Swing Portal Braking
lift chopper

Principal sketch of a Marine frequency converter for a crane

14
Energy saving
Within the ship industry, fuel consumption is an important
part of operational costs. Especially when oil prices are
rising, the fuel consumption of the vessel will get a more
important priority within these costs.
Energy saving is then an attractive way to reduce the fuel
costs of a vessel.
With Siemens Marine frequency converters, a substantial
amount of energy can be saved, especially in partial loads
at pumps and fans.
Shown below is a comparison between pump operation
with throttle valve control and with variable speed control.
Other Issues

Pump head H [m]

350
300
4
250
Pump characteristic with throttle valve control 200
*)
150
The pump can deliver the amount of energy E given by the
100
pump characteristic (blue) while the plant (i.e. cooling or
50
heating circuit) needs only the energy shown by the plant
0
characteristic (red). 0 100 200 300 400 500 600

The energy difference (red arrows) has to be “throttled Operation point Q = 400 m3/h at 150 m Flow Q [m3/h]
away” = wasted. Qmax = 450 m3/h
Available power in operation point
The energy consumption at the input is approx. the same,
*) To despense (“throttle away“) 210 - 50 = 160 m!
throttle valve means mechanical control at the output.
Throttle valve control along pump characteristic (blue)

Energy E / Pump head H

Pump characteristic with speed control
The pump can – due to variable speed n which means
variable/controlled flow Q – deliver the amount of energy
E which is in every moment necessary in the process/plant.
n = nA
No energy difference has to be wasted. The energy con-
sumption E at the input follows the speed control, i.e. it
decreases with the speed reduction. Speed control means
electrical control at the input.
Power P Flow Q

n = nA Energy E / Pump head H

n = nA
Qmin QA Qmax Flow Q
n1 < nA

Legend n2 < n1
Blue: pump characteristic Red arrows: energy “throttled away” n3 < n2
Red: process characteristic Black: power consumption
n4 < n3

The following graph shows the pump characteristic (blue) Power P Flow Q
and the various regimes of the plant/process (red), regimes n
achieved using the throttle valve control.
The energy waste is materialized by the pump head
difference which is not used.
Example: necessary flow 200 m3/h: QA Qmax Flow Q
necessary Q = 200 m3/h at 50 m (equiv. potential energy),
but the pump can give 200 m3/h at 210 m (equiv. potential Legend
energy), results Blue: pump characteristic
Red: process characteristic
210 – 50 = 160 m wasted pump head, in other words Black below: power consumption at various speeds
this means 160 m wasted equiv. potential energy (see graph
right above).

15
Pump head H [m]
To limit the interference emissions of Marine frequency
250 converters, the following measures have to be taken:
200 • Interference suppression filters to limit conducted
150 emissions.
n
100 The Marine frequency converters are equipped with filter
50 components to reduce the conducted emissions according
0 to the standard EN 61800-3 for Industrial Environment
0 100 200 300 400 500 600
and in accordance with the specifications of the ship
Flow Q [m3/h]
classification societies like DNV, GL, LR, ABS and BV.
Speed control: along plant/process characteristic (red) • Shielded motor cables to reduce radiated emissions.
This precaution has to be taken when installing the drive
system.
Siemens Marine can support you with the calculation of
• Compliance with the installation guidelines.
the amount of energy saved – see graph below:
This part is delivered together with the operating instruc-
tions of a Marine frequency converter.
To ensure the immunity of Marine frequency converters,
Electrical power Pel [kW]
300
the following measures have to be taken:
250 • Shielded signal cables to protect the wires connected to
200 the controller against electromagnetic interference.
150 This precaution has to be taken when installing the drive
100 system.
50
• Compliance with the installation guidelines.
0
0 100 200 300 400 500 600 This part is delivered together with the operating instruc-
Flow Q [m3/h] tions of a Marine frequency converter.
Operation point Q = 400 m3/h at 150 m
Qmax = 450 m3/h When all these measures are taken, the Marine converters
Available power in operation point are operating reliably without interfering with other equip-
ment in the same environment.
The shaded area represents the energy saved due to the
variable speed i.e. speed control
Black: energy consumption with throttle valve control
Red: energy consumption with speed control

The same effect will be with application with a constant

torque characteristic such as reciprocal compressors.

Electromagnetic compatibility (EMC)

The electromagnetic compatibility according to the definition
of the EMC directive defines “the capability of a device to
operate satisfactorily in an electromagnetic environment
without itself causing electromagnetic interferences which
would be unacceptable for other electrical devices in this
environment”.
In order to ensure that the relevant EMC standards are
complied with, interference emissions must be limited to
compatible values on the one hand, and the devices must
achieve a sufficient level of immunity on the other hand.
Marine frequency converters are producing electromagnetic
emissions in their power sections by switching on and off
high electrical voltage very fast. This creates emissions
which are conducted to the environment by the connected
power cables and radiated to the environment by air. These
emissions must be limited.
The controller and other electronic components of Marine
frequency converters consist of very sensitive electronic
devices which must be protected against electromagnetic
interference.

16
Harmonic currents and tuned filter circuits
All power electronic units where diodes and thyristors are
used will cause distortion of the mains voltage. Thyristor
rectifiers will in addition cause considerable inductive
reactive currents.
The rectifier current consists of a multitude of sine-shaped
currents, a basic frequency component and a lot of harmonic
currents of frequencies several times that of the mains
frequency.
The network impedance will cause all these currents to
generate voltages superimposed on the fundamental sinu-
soidal wave form of the mains. This leads to distortion of
the mains voltage which may give rise to mains faults and
fall-out of other subscribers.
The mains rectifier loads the network with the basic fre-
quency I1 and returns to the network (power line) currents
with harmonic numbers v
v = 6 . k –+ 1, k = 1, 2, 3, ...
Uphase
IL
I(1)
I(5) I(7)
0 relative to the generator power and its short-circuit power,
Decomposition of the rectifier current into basic
and harmonic components
The filter circuits may be connected directly to the low voltage
side to keep higher harmonic currents away from the mains
network. The filter circuits consist of capacitors in series with
a coil (inductor). The resonance circuits are tuned to give
approximately zero resistance to each of the harmonic com-
ponents. Thus, the major parts of the harmonic currents are
absorbed by the filter circuits. Only tiny parts of the unwanted
currents will return to the mains network, causing only a
negligible distortion of the mains voltage.
As seen from the mains (50 Hz or 60 Hz), the filter will appear
as a capacitive impedance. This means that the filter circuits
will not only absorb the harmonics but also conduct capacitive
currents. They will therefore additionally act as reactive
compensation for the complete network. With filter circuits,
the harmonic currents may be reduced to a maximum of
up to 90 %. Sensitive equipment of other types may not be
connected to the network unless separated by a transformer.
Medium voltage network
Transformer
Low voltage network
~
~
M Tuned filter circuit
~
Absorption of harmonic currents in filter circuits
As seen from the figure, the capacitance and inductance
play crucial parts in the reduction of harmonics. This means
that to avoid resonance, the inductivity of the network is
important in the dimensioning of the filter circuits. The
number of generators in operation will change the network
inductivity, i.e. the short-circuit reactance of the network
and the filter circuits must be dimensioned to cater for such
operational situations as well.
Harmonic distortion of mains supply
All mains rectifiers used in DC and AC motor drives equipped
with diodes and thyristors have the characteristic of draw-
ing non-sinusoidal current form the mains. Consumption
of this kind will thereby distort the mains voltage. The
degree of distortion is known as the Distortion Factor (DF)
The classification companies often require that THD (Total
Harmonic Distortion) must be less than 5 %, which must
be taken into account when choosing a drive concept.
The higher the total Marine frequency converter power is
the higher the distortion of the mains voltage. A network
with high voltage distortion might damage other network
components and lead to unexplainable fall-outs.
Marine frequency converters for small and medium power
outputs are designed with so called 6-pulse mains rectifiers,
i.e. with 6 diodes or thyristors used in the rectifier. The
figure gives the current drain from a generator supply of
a 6-pulse frequency converter, and also shows how this
distorts the mains voltage. If such concepts are used for
large consumers, the main source distortion may amount
to something like 20 to 30 %.
17
For higher motor powers (as seen in relation to the generator
capacity), the Marine frequency converters should be
constructed with a 12-pulse rectifier, i.e. 2 times 6-pulse
mains rectifiers connected to a separate supply system
via a three-winding transformer. The transformer output
(Dy5Dd0) group is arranged to give a 30° electrical phase
shift between the two secondary winding systems.
The connection to the pre-connected mains circuit will in
this case result in a reduction of the mains voltage distortion.
With two such Marine frequency converter drives, the
connection groups of the two transformers may be 15°
phase shifted relative to each other. We have then obtained
a so-called 24-pulse connection to the mains; however, in
order to obtain the full reduction of the harmonic distortion,
it is a condition that the two motor drive system are equally
loaded.
With their Marine frequency converters, Siemens is having
a complete type range of mains rectifiers using transistor
technology (IGBT). In construction, this rectifier is identical
to the frequency inverter. The advantage of transistors is
their ability to be turned on and off. The Marine Active
Front End mains rectifiers are controlled in a way to draw
an undistorted sine-shaped current from the mains.
This means that the power factor is exactly equal to 1.
However, the Active Front End rectifier may be parameterized
if the power factor is required to deviate from 1. The value
of the power factor may be parameterized to be either
capacitive or inductive. This means that Marine frequency
converters with Active Front End mains rectifiers may take
over the task of the generator to supply reactive power to
inductive loads like for instance motors directly connected
to the mains.
The voltage distortion from an Active Front End is below
2 %, which means that the distortion is not visible in the
oscilloscope picture.
For vessels with an amount of large consumers relative
to the generator power at its maximum, the Active Front
End is the ideal solution. This is true both with respect to
price and space requirements, and the resulting low network
distortion. The use of an Active Front End will make a clean
power machine superfluous, e.g. a rotating or static con-
verter.
The principal construction of Marine frequency converters
as 6-pulse, 12-pulse and as Active Front End with the associated
network current loads
6-pulse 12-pulse Active
rectifier rectifier Front End
M M M
~ ~ ~
Marine frequency with three possibilities
for Bus communication
The digitalization of control and regulation facilities provides
potentials for new possibilities. Marine frequency converters
may be connected to automation systems via serial in-
terfaces and data bus systems. Parameters from Marine
frequency converters may then be exchanged with those
from an automation system for process control (scale values,
actual values, commands and messages), for process adap-
tation (control set points, choice of curve characteristics)
and for service cases (stored fault messages, times of
operation, measured and calculated process parameters).
The quality of the data interface, the structure and content
of parameters as well as the operational and service philo-
sophy form parts of the essential quality properties of a
speed-controlled motor drive.
Communication with PROFIBUS
Marine frequency converters may be connected to the
PROFIBUS system standardized by DIN 19245. Other com-
ponents are also available, like actuators, valves and sensors
connectable to the PROFIBUS standardized bus system. All
information previously connected to the Marine frequency
converter via the conventional I/O terminal block may now
be transferred via the bus system on a two-wire cable.
The automation system delivers its commands and scale
values through the cable in the form of telegrams. Status
reports and actual values run in the opposite direction for
possible presentation on a screen-based control system.
PROFIBUS guarantees a quick and safe data transmission
using the Master-Slave principle. The high transmission
rate of 1.5 Mbit/sec and the short reaction time enables
transmission periods of less than 1 ms to and from the
automation system (the master) for instance connected
to a Marine frequency converter (a slave).
Communication between drives
by Siemens DRIVE-CLiQ
When operating cranes and winches where one motor drive
is mutually dependent on the operation of other drives,
much equipment and planning may be saved by letting the
motor drives communicate directly with each other. This
fast connection may convey information of changes in both
speed and torque to the other motor drives. The signaling
between drives is extremely fast due to the fact of the
Ethernet communication. This fast communication may be
made with or without PROFIBUS.
When PROFIBUS is used, non-time-critical information can
be handled over this communication net, the time-critical
information over the DRIVE-CLiQ bus. In this way, more
time-critical information can be handled.
 Commissioning and service
with a Personal computer
For the Marine frequency converters powerful service tools
are available.
STARTER is a tailor-made visualization program for com-
missioning and service, creating figures and text to aid you
safely through implementation. Having put the Marine
frequency converter into service, STARTER may be used for
easy adjustments of parameters and functions.
Having commissioned or made the necessary changes in
parameters, the complete content of the Marine frequency
converter parameter memory may be stored in a PC. This
will be a safe back-up and may come in useful when the
day comes for replacing the Marine frequency converter
or its control board. You will then only have to transfer the
complete set of stored parameter data from the PC.
STARTER also has an oscilloscope function where up to
six physical values, for instance current, rotational speed,
torque, etc. may be simultaneously measured on the PC.
The dynamic load limitation system will continuously adapt
and limit the power consumption to the generators' maxi-
mum load. Enabling the complete electric system, and
particularly the generators, to be run according to their
nominal loads, no other control system is needed to ensure
the reliability of the power supply on board. If one diesel
generator has an unexpected sudden shutdown, the
DLL system will immediately react. The power consumption
of the heavy consumer system will, within 160 ms, be
reduced and kept within the nominal load limits for the
remaining generators. The dynamic load limitation system
is so fast that a black-out is avoided. The dynamic load
limitation system is an option in the Marine frequency
converter and is independent of the Power Management
System (PMS).

Dynamic load limitation (DLL)

Siemens philosophy is that a heavy load drive system
with its generators, main switchboards, Marine frequency
converters and motors is one system even with respect to
dynamic load changes.
Due to the largest consumers, it is of vital importance that
this consumer is not able to overload the generator, or
in a worst-case scenario, cause a black-out in the electric
system. Such a large consumer with Marine frequency
converters can be equipped with a dynamic load limitation
system. This is a control system which continuously limits
Royal Carribean International: “Radiance of the Seas“
the power consumption of the heavy consumer drive ac-
cording to the actual, available generator capacity.
In case of electric propulsion and the dynamic load limitation
option, the Marine frequency converters are also adapted
to the dynamic behavior of the propeller. The Marine fre-
quency converters ensure that the power oscillation of the
propellers in heavy sea does not result in power oscillations
in the generators and on the main bus.
All these important characteristics of the Marine frequency
converters and the dynamic load limitation system enable
the heavy consumer drive to act as a small consumer in the
ship's electric system.

Load [%]
120
100
80
60
40
20
0
0 50 100 150 200 250 300 350
Load on generators Time [ms]
Drive output power

Dynamic load limitation: Power reduction of the drive

when available generator power is suddenly reduced by 50 %

19
 Summary

Royal Carribean International: “Radiance of the Seas“

The main customer benefits and important charac-

teristics of the Marine frequency converter are:
• Easy to order, order specific documentation,
fast logistics and worldwide service
• Universal operation, Engineering and Service
of the equipment
• PROFIBUS Interface for easy implementation
in higher-ranking automation systems
• Easy integration into existing installations,
compact with small erection area needed
• Low noise level
• Standard and compact cabinet in IP22 and IP54
in air and water cooling
• Easy commissioning, for standard applications
only few parameters have to be adjusted
• Easy operation through menu-guided control panel
with graphic-supported plain text display
• Excellent serviceability
• Special security concept for protection against
unintentional or unauthorized calibration changes
• Encoder-free Vector Control for robust and reliable
operation

Siemens AG The information provided in this brochure

contains merely general descriptions or
Automation and Drives characteristics of performance which in actual
Large Drives, Marine Equipment case of use do not always apply as described
or which may change as a result of further
Postfach 47 43
development of the products. An obligation
90441 NÜRNBERG to provide the respective characteristics shall
FEDERAL REPUBLIC OF GERMANY only exist if expressly agreed in the terms of
contract.
Tel. +49 911 433 9516
Fax +49 911 433 9751 Order No.: 6ZB5731-0AB02-0BA0
Printed in the Federal Republic of Germany
www.siemens.com 18402/522275 Vog 1104 0.5