marine EQUIPMENT
Table of contents
1 INTRODUCTION 4
TECHNICAL DESCRIPTION FOR MARINE FREQUENCY CONVERTERS Siemens Marine frequency converters AC motors controlled by Marine frequency converters Overview of the Marine frequency converter operation The Marine frequency converter's load on the power supply
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APPLICATIONS WITH MARINE FREQUENCY CONVERTERS Marine frequency converter used in diesel-electric propulsion Booster Cargo pumps Winches Thrusters Fans and cooling systems Other applications
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OTHER ISSUES Energy saving Pump characteristic with throttle valve control Pump characteristic with speed control Electromagnetic compatibility (EMC) Harmonic currents and tuned filter circuits Harmonic distortion of mains supply Marine frequency with three possibilities for Bus communication Communication with PROFIBUS Communication between drives by Siemens DRIVE-CLiQ Commissioning and service with a Personal computer Dynamic load limitation (DLL)
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SUMMARY
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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 environmental 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. The Marine frequency converter system represents 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. This brochure will guide you through the majority of applications of Marine frequency converters on board 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 corresponding solutions. At the same time, we will present the possibility of integrating Marine frequency converters 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.
Frequency converters using Pulse Width Modulation (PWM) 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 requirements. 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 accuracy 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
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 components and will at the same time reduce the total requirement for area and space. Simultaneously, improved system planning will result in reduced service costs. Cooling water pumps and fans also represent a great energy saving potential since they are dimensioned according 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 accurately 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
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The construction of a pulse width modulated Marine frequency converter with power rectifier, intermediate circuit and AC converter
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 converters 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
I P V
Feeder side
Inverter
3AC 0 - Vrated
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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 necessarily 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 67 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.
Generator
Less sooting due to optimum operation with respect to rotational speed and load range High efficiency factor throughout the speed range Reduced maintenance cost due to increased service intervals caused by optimum operation time of the diesel engines Better conditions of maintenance planning Minimum downtime for maintenance and service Flexible use of generators
Main switchboard
Transformer
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Operational reliability Modular construction and redundant systems with a minimum of possibilities for total loss of propulsion Radical reduction of moving mechanical parts Experience through more decades with the used electrical components MTBF (Mean time between failure) is vastly improved using a diesel-electric system with fixed propeller instead of a conventional system with controllable pitch propeller Flexibility The modular construction of a diesel-electric propulsion system permits a flexible placement of onboard units: No long propeller shafts More practical location of diesel engines Reduced space and area requirements Flexibility in the choice of diesel engine speed Easier to make a sectioned engine room
Induction motor
In conventional propulsion with variable diesel engine velocity, the specific fuel consumption varies with the speed of the engine (see figure on page 5). This can often be found in smaller ships, in which the velocity of the ship is not controlled by a pitch shift propeller but by the velocity of the engine. There is a point of optimum fuel consumption for one certain speed, which in this form of propulsion is not reached very often, as it relates to only one fixed velocity of the ship. Now using a variable speed drive with diesel-electric propulsion, the speed of the boat is neither regulated by the pitch shift propeller nor by the variation of the diesel engine velocity, but by the Marine frequency converter and the electric motor. Therefore, the main power plant of the ship, the diesel engine, can always run at the point of optimum fuel consumption. 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
Propulsion room with one 736 kW motor for bow thruster and one 900 kW motor for a retractable azimuth propeller
Power [kW]
Torque [Nm]
1000
2000
3000
4000
For on-deck location, the motors must have a degree of IP56 heavy sea protection and must often have an explosion-proof design. Speed-controlled pump drives using Marine frequency converters provide much better flexibility, efficiency and noise level than hydraulically-driven pumps. Also pump-related special Technology software can be part of this solution for protection of the pump and a higher productivity of the total pump system. Marine frequency converters offer both speed and torque control and with AC motors of high thermal reserve, supreme flexibility can be achieved in a pump system of this kind. The figure shows the high torque obtained with Siemens AC motors used in conjunction with Marine frequency converters, even above the rated motor speed.
Constant flux range Field weakening range
Booster
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Diesel engine Generator Torque T/Trated [%]
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100 90 80 Utilization according to temperature class F Utilization according to temperature class B 0 10 20 30 40 50 60 70 Frequency [Hz]
Main switchboard
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The Booster drive can operate in conditions such as: Main engine is out of order. This means that the propeller of the vessel is controlled over the Booster drive. In case the vessel is at crawl speed, the main engine can be switched off and propulsion power is delivered by the Booster drive. When the main engine is running at nominal power and the speed has to be increased. Highlights for this device are: Main engine and main generator can be smaller due to the fact that additional propulsion power can be supplied by the booster. Also the auxiliary generators will be used more optimally. Lower energy consumption especially in partial loads. Also fuel saving by switching off the main engine at crawl speed. Less maintenance due to the fact that auxiliary engines are running at optimal condition and main engine is not used at low speed where low power is applicable.
Typical torque utilization characteristic for a self-cooled squirrel-cage motor as a function of speed
AC-connected systems Input power to the Marine frequency converter feeding the cargo pumps comes from a circuit breaker via the main distribution board. Each cargo pump has its own Marine frequency converter and is individually controlled. The Marine frequency converters communicate with the automation system via conventional I/O signals or via serial communication channels, for instance PROFIBUS, Ethernet, and CAN-Bus. The Marine frequency converter may form part of the main switchboard or be mounted in separate cubicles or cabinet systems.
Cargo pumps with AC-connected system
Main switchboard 3AC 380 / 690 V, 50/60 Hz
AC Busbar
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DC-connected system Especially where pumps are not to be simultaneously 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 dimensioning of the rectifiers should be based on the simultaneity 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
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DC Busbar
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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 maximum availability of the pump system. All contactors (output and interconnection) and pumprelated Technology software are controlled by the Marine 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 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 pumprelated Technology software are controlled by the Marine frequency converter itself by using the PLC and process functionality inside the low voltage drive system. Furthermore, 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.
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Operator desk
Touch panel
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Remote access Interface connection I/O or serial communication
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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.
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LV Switchgear Emergency Stop Frequency converter Winch interface Electric motors PROFIBUS Motor interface Windlass control system
Winch
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. 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.
In conjunction with Marine frequency converters, the controllability 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. Considering power load and the simultaneity factors, the most compact configuration of the Marine frequency converter 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 common brake chopper mounted on the DC busbar. The DC busbar will then work as an energy smoothing connection.
Bow Thrusters have until now mostly been equipped with hydraulic systems. 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 the hydraulic system.
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With the Marine frequency converters, the speed of the thruster can be changed in a wide range where the pitch is fixed. In other words, the water flow by the thruster is controlled by the speed of the motor. The complete control of the thruster is part of the Marine frequency converter. For the steer able thruster, the Marine frequency converter is also an optimal solution. Both movements (rotating and speed control of the thrusters) can be controlled by the drive.
Comparison between features of hydraulic drives and Marine frequency converter controlled motor by winch application
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Pump control with Marine frequency converter, pumps working in parallel with only one speed-controlled machine
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 converters 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 converter 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.
Supply vessel converter drives for cargo pumps, seawater cooling pumps and ventilation on board
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DC Busbar
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Main lift
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Swing
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Portal
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Braking chopper
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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. Pump characteristic with throttle valve control The pump can deliver the amount of energy E given by the pump characteristic (blue) while the plant (i.e. cooling or heating circuit) needs only the energy shown by the plant characteristic (red). The energy difference (red arrows) has to be throttled away = wasted. The energy consumption at the input is approx. the same, throttle valve means mechanical control at the output.
Other Issues
Pump head H [m] 350 300 250 200 150 100 50 0 0 100 200 300 400
*)
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500 600 Flow Q [m3/h] n = nA n1 < nA n2 < n1 n3 < n2 n4 < n3
Operation point Q = 400 m3/h at 150 m Qmax = 450 m3/h Available power in operation point *) To despense (throttle away) 210 - 50 = 160 m!
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. No energy difference has to be wasted. The energy consumption E at the input follows the speed control, i.e. it decreases with the speed reduction. Speed control means electrical control at the input.
n = nA
Power P
Flow Q
n = nA
Qmin
QA
Qmax Flow Q
The following graph shows the pump characteristic (blue) and the various regimes of the plant/process (red), regimes 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: necessary Q = 200 m3/h at 50 m (equiv. potential energy), but the pump can give 200 m3/h at 210 m (equiv. potential energy), results 210 50 = 160 m wasted pump head, in other words this means 160 m wasted equiv. potential energy (see graph right above).
Power P n
Flow Q
QA Qmax
Flow Q
Legend Blue: pump characteristic Red: process characteristic Black below: power consumption at various speeds
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Pump head H [m] 250 200 150 100 50 0 0 100 200 300 400 500 Flow Q [m3/h] 600 n
To limit the interference emissions of Marine frequency converters, the following measures have to be taken: Interference suppression filters to limit conducted emissions. The Marine frequency converters are equipped with filter components to reduce the conducted emissions according to the standard EN 61800-3 for Industrial Environment and in accordance with the specifications of the ship classification societies like DNV, GL, LR, ABS and BV. Shielded motor cables to reduce radiated emissions. This precaution has to be taken when installing the drive system. Compliance with the installation guidelines. This part is delivered together with the operating instructions of a Marine frequency converter. To ensure the immunity of Marine frequency converters, the following measures have to be taken: Shielded signal cables to protect the wires connected to the controller against electromagnetic interference. This precaution has to be taken when installing the drive system.
Siemens Marine can support you with the calculation of the amount of energy saved see graph below:
Electrical power Pel [kW] 300 250 200 150 100 50 0 0 100 200 300 400 500 600 Operation point Q = 400 m3/h at 150 m Qmax = 450 m3/h Available power in operation point Flow Q [m3/h]
Compliance with the installation guidelines. This part is delivered together with the operating instructions of a Marine frequency converter. When all these measures are taken, the Marine converters are operating reliably without interfering with other equipment 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.
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Tuned filter circuit
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.
All mains rectifiers used in DC and AC motor drives equipped with diodes and thyristors have the characteristic of drawing 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 relative to the generator power and its short-circuit power, 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 %.
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 components. 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.
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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 converter.
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 rectifier 12-pulse rectifier Active Front End
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The dynamic load limitation system will continuously adapt and limit the power consumption to the generators' maximum 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).
Load [%] 120 100 80 60 40 20 0 0 50 100 Load on generators Drive output power 150 200 250 300 350 Time [ms]
Dynamic load limitation: Power reduction of the drive when available generator power is suddenly reduced by 50 %
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Summary
The main customer benefits and important characteristics 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 Automation and Drives Large Drives, Marine Equipment Postfach 47 43 90441 NRNBERG FEDERAL REPUBLIC OF GERMANY Tel. +49 911 433 9516 Fax +49 911 433 9751 www.siemens.com
The information provided in this brochure contains merely general descriptions or characteristics of performance which in actual case of use do not always apply as described or which may change as a result of further development of the products. An obligation to provide the respective characteristics shall only exist if expressly agreed in the terms of contract. Order No.: 6ZB5731-0AB02-0BA0 Printed in the Federal Republic of Germany 18402/522275 Vog 1104 0.5