All Electric Ship
All Electric Ship
All Electric Ship
E-Motors
Power converters
Electrical ==> Electrical: power conversion or transformation
- Fixed transformers
- Controlled converters
- Static converters
-Inverter
Structure of a combined power plant for
ships
Electric Propulsion System (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.
Marine Electrical System
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
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
Power generation
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.
Azipod drive unit
Comparison of propulsion plants
efficiency
Weight of propulsion systems
Prime movers
Gas Turbines
Gas turbine have been selected as the future prime mover primarily
because of their high power to weight ratio.
4. Weight sensitive ship designs favor gas turbines and projected light
weight fuel cell power plants such as PEM.
They also provide significant reduction in the amount of routine
maintenance required when compared with diesel generators.
The other significant factor is the low emissions.
Diesel engine
Diesel engines offer fuel costs savings of 50% if heavy fuels can be
used, and if emissions can be maintained at acceptable levels.
Maintenance may include engine modifications such as dual fuel
capability for in-port use, water injection, and timing retard, and exhaust
treatment such as selected catalytic reduction and oxidation catalysts.
Heavy fuel use also requires careful selection of cylinder material and
lube oil
Turbina
A gas turbine, also called a combustion turbine, is a rotary engine
that extracts energy from a flow of hot gas produced by combustion of
gas or fuel oil in a stream of compressed air.
It has an upstream air compressor radial or axial flow mechanically
coupled to a downstream turbine and a combustion chamber in
between.
Energy is released when compressed air is mixed with fuel and ignited
in the combustor.
The resulting gases are directed over the turbine's blades, spinning the
turbine, and, mechanically, powering the compressor.
Finally, the gases are passed through a nozzle, generating additional
thrust by accelerating the hot exhaust gases by expansion back to
atmospheric pressure.
-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.
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
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.
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
Ship HV Voltage system
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.
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.
Ship high voltage systems
High Voltages solid state AC-DC-
AC conversion
Solid State Switching Principle
• The power systems engineers is interested in high voltages primarily for
power transmission, and secondly for testing of his equipment used in
power transmission in laboratory
• High voltage can be obtained locally from power generating plant
through the use of solid state
• In many testing laboratories, the primary source of power is at low
voltage (400 V three phase or 230 V single phase, at 50 Hz). From
which high voltage can be obtained
• On board ship the same technology can be used to use high voltage
• Laboratory test are aimed to design the required high voltage
Since insulation is usually being tested, the impedances involved are
extremely high (order of M ohm and the currents small (less than an
ampere).
High voltage testing does not usually require high power.
Thus special methods may be used which are not applicable when
generating high voltage in high power applications.
Solid State Switching Principle
In the field of electrical eng. & applied physics, high voltages are required
for several applications As:
-a power supply (eg. hv dc) for the equipments such as electron microscope
and x-ray machine.
-Required for testing power apparatus – insulation testing.
-High impulse voltages are required for testing purposes to simulate over
voltages due to lightning and switching.
Sometimes, high direct voltages are needed in insulation test on cables
and capacitors. Impulse generator charging units also require high dc
voltages of about 100-200kV.
Normally for the generation of dc voltages of up to 100kV, electronics
valve rectifiers are used and the output currents are about 100mA. The
rectifier valves require special construction for cathode and filaments
since a high electrostatic field of several kV/cm exists between the anode
and cathode in the non-conduction period.
The ac supply to the rectifier tubes maybe of power frequency or maybe
of audo frequency from an oscillator. The latter is used when a ripple of
very small magnitude is required without the use of costly filters to
smoothen the ripple.
Half and Full Wave Rectifier
Rectifier circuits for producing high dc voltages from ac sources
maybe
a. Half-Wave
b. Full-Wave
V
p
V
AVG
0
to t1 t2
RL
D2
to t1 t2
The VSD can be closelv tuned to the connected motor drive to achieve
optimum control and protection limits for the overall drive.
Speed regulation against load changes is very good and can be made
very precise by the addition of feedback from a shaft speed encoder.