To Be A World Class Maritime Academy

ALL ELECTRIC SHIP (AES) CONCEPT

HV Voltage Generation, Conversion ,

Transformation and Distribution in Ship

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 1

 To Be A World Class Maritime Academy

Marine Electrical System

• Maritime electric systems include power generation, distribution and
control, and consumption of electric power on supply- service- and fishing
vessels as well as offshore installations.
• Electric propulsion has increased especially for vessels with several large
power consumers, for example cruise ships, floating production systems,
supply- and service vessels.
• Maritime electric systems are autonomous power systems. The prime
movers, including diesel engines, gas- and steam turbines, are integral parts
of the systems.
• The power consumers are large compared with the total capacity of the
system, as for example thruster and propulsion systems for DP operated
vessels, drilling systems, HVAC systems on board ship

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 2

 To Be A World Class Maritime Academy

Marine Electrical System

• The overall power train efficiency with DEP is around 87-
90%. Use of permanent magnets in electric generators and
motors as well as general advances in semiconductor
technology may improve this figure to around 92-95% in the
near future. Electrical transmission will consist of three basic
energy conversions:
• From (rotating) mechanical energy into electrical energy: E-
generator
• From electrical energy into (rotating) mechanical energy: E-
motor
• Some form of fixed or controlled electrical conversion in
between: power converter

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 3

 To Be A World Class Maritime Academy

Systematic overview of existing types

E-generator

• Mechanical ==> Electrical: E-Generators

• - DC Generators
• - AC Generators

E-Motors

• Electrical ==> Mechanical: E-motors

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

Power converters
Electrical ==> Electrical: power conversion or transformation
• - Fixed transformers
• - Controlled converters
• - Static converters
• -Inverter

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 4

 To Be A World Class Maritime Academy

Structure of a combined power plant

for ships

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 5

 To Be A World Class Maritime Academy

Electric Propulsion System (AES)

• Electric propulsion of ships has been know for a long time to human
• Dynamic changes in human discovery has given several up and down in
history
• Recent time have seen a a lot of Passenger ships being built with all
electric system for various advantage that over the conventional prime
movers
• Early large passenger vessels employed the turboelectric system which
involves the use of variable speed, and therefore variable frequency, turbo-
generator sets for the supply of electric power to the propulsion motors
directly coupled to the propeller shafts. Where, the generator/motor system
was acting as a speed reducing transmission system.
• Electric power for auxiliary ship services required the use of separate
constant frequency generator sets. System with generating sets to provide
power to both the propulsion system and ship ancillary services.
• However fixed voltage and frequency system are suitable to satisfy the
requirements of the ship service loads.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 6

 To Be A World Class Maritime Academy

Electric Propulsion System (AES)

• Other complication associated with earlier systems is difficulties in using multiple
motor per shaft when required propulsion power was beyond the capacity of a single
d.c. motor .
• Developments in high power static converter equipment have – presented a very
convenient means of providing variable speed a.c. and d.c. drives at the largest
ratings likely to be required in a marine propulsion system.
• The electric propulsion of ships requires electric motors to drive the propellers and
generator sets to supply the electric power. It may seem rather illogical to use electric
generators, switchgear and motors between the prime-movers (e.g. diesel engines) and
propeller when a gearbox or length of shaft could be all that is required.
• In the light of the above, hybrid of gas turbine or Diesel with electric couple with dual
fuelling that include natural gas, is explorable option for existing vessels, all electric
ship using natural gas is also a good option.
• Currently there is interesting development for new ship need exploration on
technologies to improve integrated full electric propulsion with advanced power
management systems:
• Improved converter and power electronics technology
• Improved generators and motors

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 7

 To Be A World Class Maritime Academy

Electric Propulsion System (AES)

• The AES give widespread electrification of auxiliaries and the opportunity
to use upgradeable and flexible layouts. It will include a low risk, cost
effective and comprehensive Platform Management System that has a
standardized Human-Computer Interface supportable for its entire service
life and the goal to be an Environmentally Sound Ship.
• The fit into the goals of the Environmentally Sound Ship where : freedom
of operation in MARPOL special and restricted areas; unrestricted littoral
operations; port independence; minimum onboard storage of waste and
reduced manpower whilst reducing cost of ownership and port reception
costs.
• the also promise potential for replacing the current traditional systems
used in steering gear, fin stabilizers with compact, power-dense actuators.
• They also offer potentials for possible use of electric valve actuators that
will simplify system architectures systematic integration of upper deck to
machinery.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 8

 To Be A World Class Maritime Academy

Electric Propulsion System (AES)

• A 2001 study concluded that fitting a Navy cruiser with more energy-
efficient electrical equipment could reduce the ship’s fuel use by 10% to
25%.
• Ship fuel use could be reduced by shifting to advanced turbine designs
such as an intercooled recuperated (ICR) turbine. Shifting to integrated
electric-drive propulsion can reduce a ship’s fuel use by 10% to 25%.
• There is Potential alternative hydrocarbon fuels Like biodiesel and liquid
hydrocarbon fuels made from coal
• Recent time has seen firms offering kite-assist systems to commercial ship
operators.
• Solar power might offer some potential for augmenting other forms of
shipboard power.
• Talking about the question now the electric propulsion , especially with
hybrid system offer the best answer to problem of energy

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 9

 To Be A World Class Maritime Academy

Propulsion motor
• For efficient operation of propulsion motor there is a
requirement for a compact, power dense, rugged
electrical machine to be utilized for the propulsion
motor.
• For the full benefits of electric propulsion to be
realized the machine should also be efficient,
particularly at part load,
• In order to achieve suitable compact designs rare
earth permanent magnet materials may be required.
• The machine topologies available for PMM are
deemed to be those based on radial, axial and
transverse flux designs.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 10

 To Be A World Class Maritime Academy

PMM

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 11

 To Be A World Class Maritime Academy

Electric Propulsion System (AES)

• Integrated electric-drive system derived from a commercially available system that
has been installed on ships such as cruise ships requires a technology that is more
torque-dense (i.e., more power-dense) .
• Candidates for a more torque-dense technology include a permanent magnet motor
(PMM) and a high-temperature superconducting (HTS) synchronous motor.
• In addition, electric drive makes possible the use of new propeller/stern
configurations, such as a podded propulsion ... that can reduce ship fuel
consumption further due to their improved hydrodynamic efficiency
• Podded drives offer greater propulsion efficiency and increased space within the
hull by moving the propulsion motor outside the ships hull and placing it in a pod
suspended underneath the hull.
• Podded drives are also capable of azimuth improving ship maneuverability.
Indeed, podded drives have been widely adopted by the cruise ship community for
these reasons.
• The motors being manufactured now are as large as 19.5 MW, and could provide
the total propulsion power.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 12

 To Be A World Class Maritime Academy

Azipod Drive Unit

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 13

 To Be A World Class Maritime Academy

Power for LNG ships

• These alternatives are more economical and offer greater overall efficiency
with an added advantage of providing greater flexibility and redundancy
• Diesel plant also raises are inherited with problem of vibration on
membrane
• LNG carrier it is necessary to understand the interaction between the
structural resonance that is excited by the diesel engine and the separate
resonance that is created within the membrane containment system
interacting with LNG.
• The traditional application of gas fired boilers for steam turbine propulsion
systems is no longer the only available option for LNG Carriers,”
• Direct drive, slow speed diesel plants, coupled with an on-board
liquefaction plant to handle the cargo boil off, or 4 stroke medium speed
diesel electric propulsion or gas turbine with diesel electric drive appear to
offer the greatest operational efficiencies for the new designs of large LNG
carriers.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 14

 To Be A World Class Maritime Academy

Power generation for LNG ships

• Although slow or medium speed diesel engines have been selected for some of the
recent LNG carriers with dual fuel installation option that uses both gas boil-off
and ordinary bunkers.
• Variations of the dual fuel arrangements include:
-diesel engine or gas turbine driven generators with one propulsion shafting system and
a liquefaction plant;
-diesel engine or gas turbine driven generators with two propulsion shafting systems
and a liquefaction plant;
-diesel engine or gas turbine driven generators with two azimuth thrusters and a
liquefaction plant.
• To date, slow speed diesel with re-liquefaction plant as well as a gas combustion
unit, and medium speed dual fuel diesel with gas combustion units, are the
preferred options for the new large LNG carriers recently ordered in Korea.
• It would appear that gas turbine with simple and combined cycles using heat
recovery units to drive steam turbo alternators are another alternative being
explored. Industry is currently developing the fuel gas systems for these gas turbine
options.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 15

 To Be A World Class Maritime Academy

Power generation for LNG ships

• A dual fuel diesel-electric system uses forced boil-off from the cargo tanks
as the primary fuel and marine diesel oil as back-up fuel. The arrangement
can also be adapted to current LNG carrier designs.
• Shipbuilders and engine designers that are proponents of dual fuel systems
point out that a gas-electric propulsion plant is more compact than the
traditional steam turbine plant used for LNG carriers, increasing cargo
capacity within the same dimensioned hull.
• The IMO Gas Carrier Code requires two means of utilizing boil-off gas on
all LNG carriers. Conventional systems use the main boilers for generating
steam for propulsion. When this cannot be used, excess steam is redirected
to the condensers. Similar arrangements are required for the diesel
propulsion systems. Current industry proposals for the alternative means of
boil-off gas utilization are a liquefaction plant or a gas combustion unit.
• Risk assessment methods are recommended for option selection

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 16

 To Be A World Class Maritime Academy

Power Distribution
• As the demand for electrical are 3.3 kV or 6.6 kV but 11 kV is
used on some offshore platforms and specialist oil/gas
production ships e.g on some FPSO (floating production,
storage and offloading) vessels.
• By generating electrical power at 6.6 kV instead of 440 V the
distribution and switching of power above about 6 MW
becomes more manageable.
• As for electrical Power increases on ships (particularly
passenger ferries, cruise liners, and specialist offshore vessels
and platforms) the supply current rating becomes too high at
440 V.
• To reduce the size of both steady state and fault current levels,
it is necessary to increase the system voltage at high power
ratings.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 17

 To Be A World Class Maritime Academy

Component parts of an HV
• The component parts of an HV supply system are standard equipment with:
HV diesel generator sets feeding an HV main switchboard.
• Large power consumers such as thrusters, propulsion motors, air-
conditioning (A/C) compressors and HV transformers are fed directly from
the HV switchboard.
• An economical HV system must be simple to operate, reasonably priced
and require a minimum of maintenance over the life of the ship.
• Experience shows that a 9 MW system at 6.6 kV would be about 20%
more expensive for installation costs.
• The principal parts of a ships electrical system operated at HV would be
the main generators, HV switchboard, FV cables, HV transformers and HV
motors.
• An example of a high voltage power system is shown

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 18

 To Be A World Class Maritime Academy

Ship HV Voltage system

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 19

 To Be A World Class Maritime Academy

HV Systems
• In the example shown the HV generators form a central power station for
all of the ship's electrical services.
• On a large passenger ship with electric propulsion, each generator may be
rated at about 10 MW or more and producing 6.6 kV, 60 Hz three-phase
a.c. voltages.
• The principal consumers are the two synchronous a.c. propulsion electric
motors (PEMs) which may each demand 12 MW or more in the full away
condition.
• Each PEM has two stator windings supplied separately from the main HV
switchboard via transformers and frequency converters.
• In an emergency a PEM may therefore be operated as a half-motor with a
reduced power output. A few large induction motors are supplied at 6.6 kV
from the main board with the circuit breaker acting as a direct-on-line
(DOL) starting switch.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 20

 To Be A World Class Maritime Academy

Ship High Voltage Systems

These motors are:
o Two forward thrusters and one aft thruster, and
o Three air conditioning compressors

• Other main feeders supply the 440 V engine room sub-station (ER sub)
switchboard via step-down transformers.
• An interconnector cable links the ER sub to the emergency switchboard.
• Other 440 V sub-stations (accommodation,galley etc.) around the ship are
supplied from the ER sub.
• Some installations may feed the ships sub stations directly with HV and step-
down to 440 V locally.
• The PEM drives in this example are synchronous motors which require a
controlled low voltage excitation supply current to magnetise the rotor poles.
• This supply is obtained from the HV switchboard via a step-down
transformer but an alternative arrangement would be to obtain the excitation
supply from the 440 V ER sub switchboard.

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 21

 To Be A World Class Maritime Academy

Ship high voltage systems

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 22

 To Be A World Class Maritime Academy

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

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 23

 To Be A World Class Maritime Academy

Controlled rectification converter and d.c. motor

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 24

 To Be A World Class Maritime Academy

Synchroconverter Circuit

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 25

 To Be A World Class Maritime Academy

Twin Shaft EL Propulsion

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 26

 To Be A World Class Maritime Academy

FPSO Electrical system Layout

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 27

 To Be A World Class Maritime Academy

Shuttle Tanker Electrical System Layout

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 28

 To Be A World Class Maritime Academy

Drill Ship Electrical System Layout

SULAIMAN Marine Electrical High Voltage MEHV 14 / June 2008 / 29