UNIVERSITY OF CEBU

Maritime Education and Training Center

Alumnos, Mambaling, Cebu City

SHIPBOARD TRAINING OFFICE

SEA PROJECT INFORMATION

Ship’s Name : MAERSK HARMONY

Project Title : ELECTRICAL SYSTEM

Date Commence :

Date Completed :

Chief Engineer’s Name :

Chief Engineer’s Signature :

Ship’s Stamp :

TRAINING INFORMATION

COMPILED BY : JOREL P. CANILLO

COURSE : BSMarE

Embarked Date : SEPT. 16,2011

Disembarked Date :
 ELECTRICAL SYSTEM

Describe the procedure for paralleling the ship’s alternator or generators. Explain how load
sharing is affected.

MAERSK HARMONY

AUXILARY ENGINE STARTING PROCEDURE

STARTING

Remote (from ACONIS)

 Auxiliary engines can be started directly from the ACONIS. Click “Exit” to leave
the box.
 On “Power management System” screen, left click on A/E to be started. On the
dialog box, click “Start” and then click “Confirm”.
 Engine will start and come on load automatically.

Remote (Engine control room – MSB)

 Switch generator control position to manual on the relevant generator panel on

the MSB.
 Start the engine from the switch board by using ENGINE START/STOP switch.
 Check all temp/pressures from Remote operator station.
 Switch aux engine control position to AUTO.
 Engine will come on load automatically.

Local
 On the MSB, ensure the generator control mode for the engine you are trying to
start is on “Manual”
 Check lube oil level in crankcase, governor & alternator bearings.
 Set all lines and check all temperatures and pressures are normal.
 Check that lube oil priming pump is running.
 Ensure indicator cocks and turbocharger drains are open.
 Blow through the engine and shut the indicator cocks and turbocharger drain.
 On the LCP, switch to either “On Eng” Position or “Local” position, depending on
where you wish to start from.
 Start the engine from the location selected.
 Check all parameters, and for leaks and oil levels.
 Switch control position to “Remote” on the LCP.
 The engine can now be taken on load in any one of 2 ways:
 1. AUTO SYNCHRONIZING: On the MSB, switch the control mode switch to
“Auto”. Press “Start” on the Aconis 2000 PMS Unit. The engine will come on
load automatically.
2. MANUAL SYNCHRONIZING: On the MSB, ensure generator control mode
switch is on “Manual”.
a. Switch the “Synchroscope” & “Frequency/Voltmeter” switches to the
engine you want to take on load.
b. Use the governor motor control knob to adjust frequency if required.
c. Before closing the ACB, check that:
i. The Incoming generator has the same voltage as the bus bar.
ii. The Incoming generator has the same frequency as the bus bar.
iii. The Synchroscope needle rotates in the CLOCKWISE direction,
as slowly as possible.
d. Close the ACB using the ACB control switch when:
i. The Synchroscope needle is at the 11 o’clock position.
ii. On the synchronizing lamps, the top lamp is dark and the lower
2 lamps are equally bright.

Emergency start – LOCAL

 On the MSB, ensure the generator control mode for the engine you are trying to
start is on “Manual”.
 Switch control to “Local” on the LCP.
 Press button for Emergency Start on the Main Start Solenoid near the starting air
motor to start the engine. Once engine starts to turn at above 140 RPM, release
button. Engine will start.
 Switch control position to “Remote”. The engine can now be taken on load from
the ECR as described before.

STOPPING

Remote (from ACONIS)

 Auxiliary engines can be stopped directly from the ACONIS.

 On “Power management System” screen, left click on A/E to be stopped. On the
dialog box, click “Stop” and then click “Confirm”. Click “Exit” to leave the box.
 Engine will go off-load and stop automatically after the cooling down delay.

Remote (Engine control room – MSB)

 Change control mode to “Manual” on the relevant AE panel on the MSB.

 Transfer load to other running generators by using the governor motor switch.
Monitor frequency of bus bar and engine continuously.
 Bring down load to about 20/30 kW.
 Offload the engine using ACB control switch.
  Wait till exhaust gas temperatures of the offloaded generator drop below 200
degrees and then stop the engine using the engine start / stop switch.

Emergency stop arrangements:

1. Emergency stop push buttons are provided at the following locations:

 On the “On Eng” control panel on each engine

 On the Local Control Panel (LCP) for each engine
 On the Generator Panel of each engine on the MSB in the ECR

2. Each engine can be stopped by activating its Fuel Inlet Quick Closing Valve
from the panel outside the Purifier Room.

“LIGHT LOAD CANCEL” FEATURE

The Light Load cancel feature allows for automatic starting of standby engines when
load on the busbar exceeds a certain percentage of the total capacity of the engines on
load, and for automatic stopping of extra engines when load on the busbar drops below
a certain percentage of the total capacity of the engines on load. These settings can be
altered from the “Power management System” screen on the ACONIS.

 It is safer to keep the “Light Load Cancel” Feature ON whenever you wish to run
2 or more engines in parallel without the system automatically stopping them if
there is a delay in the load coming online, for example – delays in starting of
cargo compressor.
 Engines cannot be offloaded from the ACONIS screen if the “Light Load Cancel”
feature is ON. This feature must be turned OFF before offloading the engine.

Parallel operation of generators

D.C. generators
For compound wound D.C. generators it is usually sufficient to ensure that the voltages of
the incoming generator is the same as the bus bar voltage. The equalising connection
joining the junctions between the armatures and their series fields is incorporated in the
circuit breaker in such a way that the equalising connection is automatically closed before
and opens after, the main contacts. By adjustment of the shunt field regulator the load
sharing may be controlled

A.C. alternators
To parallel alternators the following conditions are required;

1. Same voltage-checked with the voltmeter

2. Same frequency-checked with the frequency meter and synchroscope
3. Same phase angle-checked with synchroscope
4. Same phase rotation-checked with rotation meter. Only important when
connecting shore supply, or after maintenance on switchgear or alternator.

Load Sharing Of Alternators In Parallel

Alternators in parallel must always run at the same speed. After a machine has been
paralleled and is required to take up its share of the load, this will not be achieved by
adjusting the field excitation current. Although the increase in e.m.f. will cause a current to
flow in the busbars, and this will show on the machines ammeters, this is a reactive current
that lags the e.m.f. by 90o and produces a reactive (kVAr) but not kW. Its only effect is to
alter the operating power factor of the alternator.

More power may be obtained at the bus bars from the incoming alternator only
by supplying more power to its prime mover. This increase of steam or fuel supply is
achieved by altering the governor setting either electrically or manually.

After adjusting the governor the incoming machine takes up its desired amount
of the kW loading and this is recorded on the machines watt meter. However, if the kW
loading is shared equally between two machines it may be found that the Load Current of
the incoming machine is more or less than the other machine. This is fue to the incoming
machine having a different power factor. This may be corrected by adjusting the excitation
of the incoming alternator.

Thus after paralleling an alternator;

i. Adjust prime mover governor until kW loading is correct

ii. Adjust field excitation current until current sharing is correct.

If the alternators have similar load characteristics, once adjusted, the load will continue to
be shared. If the load characteristics of alternators vary, the kW loading and load current
sharing may require readjusting under different load conditions.
Load sharing of alternators

No1 on load

No1 on load, No2 synchronised and taking 100kW

No1 and No2 sharing load after adjusting governor settings, excitation
adjusted to prevent excessive volt drop in No2

No1 and No2 sharing load with balanced power factors by adjusting
excitation
 The effects of altering Torque and Excitation on single
phase alternator plant-and by extrapolation a 3-phase
circuit

Before paralleling, by varying Rb, adjust the excitation current in the rotor field
of 'B' until Va=Vb. When in phase and at the same frequency synchronising may take place.

If there was no external load on the bus bars the torque on the prime movers of
A and B is only that required by its own alternator and Ra and Rb are adjusted so that Ea
and Eb are equal.

Relative to the bus bars Ea and Eb are acting in the same direction with each
other making the top bar positive with respect to the bottom bar.
Varying the driving torque

If the driving torque of 'B' is reduced (less fuel supplied) the rotor falls back by
an angle say p.f.(b) giving a resultant e.m.f. of Ez in the closed circuit.

The e.m.f. Ez circulates a current I which lags behind Ez by angle p.f.(a).

This circulating current Iis more or less in phase with Ea and in opposition to Eb.
This means that A is generating power to motor B and this will compensate for any loss of
power in the prime mover of B.
Once the power increase in A equals the power loss of B balance is restored and A and B
continue to run in synchronism.

Therefore the power is shared by adjusting the torque ( fuel input.)

Slight loss of power in B-is taken up by an increase in power from A. The

terminal voltage will not vary and the speed and frequency will stay the same or drop only
very slightly.

Large loss of power in B-with a large circulating current from A to B the

alternator A will try to drive B as a synchronous motor. The amount of full load power
required to drive an alternator as a motor is only 2 to 3% for a turbine and 10 to 12% for
diesel engine.
As the circulating current flows from A to B the reverse power trip on B will operate after
about 3 to 5 seconds.
All the load now falls on A which will probably cause the overload trip to operate and 'black
out' .

Varying excitation
 Consider A and B are exerting the torque required by its alternator and the
generated e.m.f. Ea and Eb are equal. There is no circulating current.
By reducing Rb the excitation current in the field of B can be increased and Eb will increase.
Ez is the resultant difference (Eb - Ea) which will give a circulating current I through the
synchronous impedances of the two alternators. As the machines are similar the impedance
drop in each will be 1/2Ez so the terminal voltage

V1 = Eb - Н Ez = Ea + Н Ez

Therefore increasing the excitation current will increase the terminal

voltage

As p.f.(a) is almost 90o the Power circulating from B to A is very small

Ez I Cos [ p.f.(a)] approx equals Zero (Cos 90o = Zero)

Effect of reducing Excitation

By increasing Rb the reduction of the field excitation current of B will reduce the terminal
voltage

Ea>Eb terminal Voltage V = Ea - Н Ez = Eb + Н Ez

The circulating current I from A to B will have a large 'Wattless' component.

Machine A now has more of the lagging reactive current and its power factor is reduced. Too
large a reduction in excitation current in B with subsequent increase in load current in A
could cause the current overload trip of A to operate. This could be followed by the low
voltage or the overload trip of B operating causing a black out.
Voltage regulation

The graph demonstrates that excitation must be increased (generally) with

increasing load to maintain terminal voltage

The worse the power factor the worse the terminal voltage change during load
change.

Voltage regulation = DV when load removed/ Full load terminal voltage

At 1.0 p.f. = AC/ OA

At 0.8 p.f = AD/ OA

Therefore lower p.f. = greater voltage regualtion

 HOW LOAD SHARING IS AFFECTED

Here we can see how load is

affected when two generators are
running in parallel.
Both are having the same voltage
and current.
The total power that the vessel is
consuming at this particular time
is the sum of the two A/E power.

kW1 + kW2 = Ship’s Operation

Power

266kW + 271kW = 537kW