Beruflich Dokumente
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Leu Marius
Mocanu Vlad
Tutelea Alexandru
The ship must have an independent emergency electrical system; some of these systems
may also fall in the category of essential services. The main system can be arranged to feed the
emergency system under normal operating conditions. The most wide-spread source of electrical
power is the generator, both mainland and sea.
Generators
These are one of the greatest discoveries of all time where electrical energy - the easiest
way to transfer power over great distances, is obtained from mechanical energy which in turn is
derived from:
generate alternating current) may be driven by a diesel engine, a steam or gas turbine, or the
main propulsion engine itself (as is the case on most ships today). These prime movers use
some form of fuel (and consequently heat energy) that is converted into mechanical energy. The
type of prime mover is determined by the design of the ship and by economic factors involved.
The generators armature, magnetic field, and associated circuits change this mechanical energy
into electrical energy. Wires and cables deliver this power to the electrical loads. The motor, one
of the loads connected to a generator, is designed to convert electrical energy back into
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mechanical energy to do work. When choosing a marine generator, cognisance must be given to
the nature of the load. They may be connected to systems that are classified as single-phase, twowire insulated; three-phase, three-wire insulated and three-phase, four-wire, earthed neutral or
minor variants of these. The generator is often susceptible to large system load swings, loads
causing distortion, the connection of motors and the connection of large heater elements for air
conditioning systems.
In addition to satisfying the apparent system load requirements, consideration must be
given to the special requirements of any large loads, unusual operational requirements, spare
capacity requirements and the required system operating philosophy. International Maritime
Regulations (e.g. SOLAS) require at least two generators for a ships main electrical power
system.
If a minimum of two generators are installed, one of which is driven from the propeller
shaft, failure of one of the generators could make the ship non-compliant with the International
Regulations. For this reason many owners opt to provide three generators. One is used for the
normal sea load (e.g. the shaft generator), leaving two available to meet any unusually high loads
or to provide security while maneuvering. Alternately, the third is retained, as a standby set, able
to provide power should one set fail in service or requires specific maintenance work.
The generator also known as Synchronous Generator Machine is built with three main
components as it follows:
I. The rotor : - Salient Pole Type
-Non salient pole (Cylindrical Rotor Type)
Salient Pole Type
The salient pole type of rotor is generally used for slow speed machines having large diameters
and relatively small axial lengths. The pole in this case are made of thick laminated steel sections
riveted together and attached to a rotor with the help of joint.
The salient features of pole field structure has the following special feature:
1.
2.
3.
4.
The salient pole type motor is generally used for low speed operations of around 100 to
400 rpm, and they are used in power stations with hydraulic turbines or diesel engines.
Non salient pole
The cylindrical rotor is generally used for very high speed operation . The cylindrical
rotor type machine has uniform length in all directions, giving a cylindrical shape to the rotor
thus providing uniform flux cutting in all directions. The rotor in this case consists of a smooth
solid steel cylinder, having a number of slots along its outer periphery for hosing the field coils.
The cylindrical rotor alternators are generally designed for 2-pole type giving very high speed.
The cylindrical rotor synchronous generator does not have any projections coming out from the
surface of the rotor, rather central polar area are provided with slots for housing the field
windings . The field coils are so arranged around these poles that flux density is maximum on the
polar central line and gradually falls away as we move out towards the periphery. The cylindrical
rotor type machine gives better balance and quieter-operation along with less windage losses.
The non salient features of pole field structure has the following special feature:
1.
Non-Salient pole generators will have smaller diameter and longer axial length
2.
They are used for High speed operation (typically speed will be 1500 and 3000 rpm)
3.
4.
5.
6.
Nearly sinusoidal flux distribution around the periphery, therefore gives a better emf
No need to provide damper windings because the field poles themselves acts as efficient
dampers.
II.The stator
The stator of a synchronous machine consists of a laminated electrical steel core and a
three phase winding in star o triangle connection, a stator lamination of a synchronous machine
has a number of uniformly distributed slots.
The pilot exciter is an AC generator with a permanent magnet mounted on the rotor
shaft and a 3-phase winding on the stator producing the power for the field circuit of the exciter.
Advantages:
Battery Supplies
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A properly maintained storage battery will instantly supply electric power when
required. This feature makes a battery the key element in the provision of essential and
emergency power supplies on board ships.Essential routine power supplies, e.g. for radio
equipment, telephone exchange, fire detection, general alarm circuits etc., are often supplied
from two sets of batteries worked on a regular charge/ discharge cycle.
Emergency battery supplies, e.g. for emergency generator start-up and emergency
lighting, are used in a standby role to give power when the main supply fails.Ships' batteries
are usually rated at a nominal voltage of 24 V d.c. In some cases a battery system of 110 V or
220 V d.c. may be used where a large amount of emergency lighting and power is vital or where
a battery is the only source of emergency power.
The two main types of rechargeable battery cell are:
Lead-acid
Alkaline
The nominal cell voltages of each type are 2 V for lead-acid and 1.2 V for alkaline.
Hence, twelve lead-acid cells or twenty alkaline cells must be connected in series to produce a
nominal 24 V. More cells may be connected in parallel to increase the battery capacity which is
rated in Ampere-hours (Ah). The battery capacity is usually rated in terms of its discharge at the
10 hour rate. A 350 Ah battery would be expected to provide 35 A for10 hours. However, the
battery will generally have a lower capacity at a shorter discharge rate. Battery installations for
both types of battery are similar in that the battery room should be well ventilated, clean and dry.
Both types generate hydrogen gas during charging so smoking and naked flames must be
prohibited in the vicinity of the batteries. Steelwork and decks adjacent to lead-acid batteries
should be covered with acid-resisting paint and alkali resisting paint Acid cells must never be
placed near alkaline cells otherwise rapid electrolytic corrosion to metalwork and damage to both
batteries is certain For similar reasons, never use lead-acid battery maintenance gear (e.g.
hydrometer, topping up bottles, etc.) on an alkaline installation or vice-versa.
Modem merchant vessels usually use alternating current systems classified as three-phase
three-wire insulated neutral systems, or three-phase four-wire systems. However, direct current
systems can also be found.
Large passenger ships have three or four large generators rated at 2MW or more to supply
the extensive hotel services on board. However and exception to this rule can be noticed in
modem passenger vessels where the power requirements exceed 100MW! Superheated steam at
high-pressure, produced from exhaust gases can also be used to drive steam-turbine generator
sets. A passenger ship is a ship that carries more than twelve passengers. A passenger is every
person other than the master and the members of the crew or other persons employed or engaged
in any capacity on board a ship on the business of that ship and a child less than one year of age.
A cargo ship may have two or more main generators typically rated from 350 kW to a
few megawatts, which are sufficient to supply the engine room auxiliaries while at sea, and the
winches or cranes for handling cargo while in port. The limited load required during an
emergency demands that the emergency generators be rated from about lOkW for a small coaster
to about 700kW or more for a cargo vessel.
The shipbuilder must estimate the number and power rating of the required generators by
assessing the power demand of the load for all situations whether at sea or in a port. Electrical
power onboard a ship is commonly generated at 440V, 60Hz (sometimes 380V, 50Hz), These
values have been adopted because they are standard shore supplies in the American and
European continents. Ships with a very large electrical power demand may be designed to
operate at 3.3kV and even 6.6kV or higher (up to a maximum of 15kV). Normally high- voltage
(HV) generators supply power to propulsion systems, bow thrusters, air conditioning
compressors, and similar heavy duty equipment.
The British Standard and International Electrotechnical Commission definition of low
voltage is that voltage which is between 50V a.c. and 1000V a.c. (the IEC defines this to
harmonise British and European standards). Lighting and other domestic supplies usually operate
at 110, 115V or 220V a.c. (single-phase). Transformers are used to reduce the generated voltage
to this safer voltage level. Where portable equipment is to be used in dangerous, hot and damp
locations, it is advisable to operate at 55V or even 25V, supplied again by a step-down
transformer. Occasionally, transformers are also used to step up voltages, to say, 3.3kV for a
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large bow thruster motor from a 440V switchboard supply- Batteries for various services operate
at 12V or 24V but sometimes, higher voltages are used. A general list of voltages is mentioned in
the following Table
Note: (1) Voltages stated are the nominal system voltages (these are root mean square values
unless otherwise stated) All 3-phase socket-outlets should be of the same phase rotation
(2) 3-phase- 115 V and 240 V (at serial 1 above) may be obtained by using delta-delta
transformers
SI. No.
Applications
Fixed Lighting
Single-Phase
Single-Phase
115
220
240
55
115
220
240
Single-Phase
Single-Phase
Single-Phase
Three-Phase
24
38
55
115 with the midpoint earthed
115
220
240
115
220
240
415
440
cross-section area
Internal communication
Single-Phase
12
24
115
220
240
Maximum Voltages
500 Volts for generators, power, galley, and heating equipment permanently connected to fixed
wiring;
254 Volts (4003 = 254, where 440 is to generated line voltage in a three-phase system and 254
is the phase voltage or single-phase supply derived from it) for lighting, heaters in cabins, public
rooms and other applications;
15000 Volts (but 3.3kV or 6.6kV are often used as mentioned earlier) in very large a.c.
installations, the generation and limited distribution being subjected to special
considerations. According to ABS Rules 2012, Section 4-8-5, paragraph 3.3.1 titled
Standard Voltages (2003) , the nominal standard voltage is not to exceed 15kV. A
higher voltage may be considered for special applications.
Main Switchboard
The main elements of a marine distribution system are the main and emergency
switchboards, power panels / boards, motor controllers, lighting and small power panels /
boards. The system is generally designed such that under all normal conditions of operation,
power is distributed from the main switchboard.
The distribution system is designed to keep cable costs to a minimum by distributing
supply to power panels located close to the user services. The main switchboard is generally
located near the centre of the distribution system and this is normally the main engine room or
machinery control room. These locations are normally below the ships waterline or below the
uppermost continuous deck of the ship i.e. the bulkhead or main deck. Consequently, in the
event of a fire or flooding it is likely that the main generators and switchboard would be
disabled.
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For shipboard installations specific protective systems are required to shut down all
ventilation systems and all fuel oil systems in the event of a fire.
When motor auxiliaries are grouped together and supplied from a Motor Control Centre
(MCC) or a grouped distribution panel, this can best be achieved by providing the MCC supply
feeders circuit breaker with an under-voltage tripping device and connecting this to the
ventilation or fuel systems trip unit.
Bibliography
www.wikipedia.en
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