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Introduction - Historical review of power/energy management system Power management has grown as a necessity for automated starting and

synchronizing the generatorsand as an overall aid to ships operator in control of electrical power systems. Traditionally, shipsoperator performed power management manually i.e. starting and stopping generators with feedback(in human-machine control system) established by observing current situation on the ships network i.e.available power, kW, kVar, kVA, frequency, etc.At the beginning, but not so much long time ago, synchronization of generators was performedmanually (dark lamp test) and that was one of the reasons for various blackouts that occur by nonproperly trained personal. That is the reason why manual synchronization can still be trained on variousmarine power plant (machinery space, engine room) simulators. However, power management, foundtoday, has grown much beyond that, especially on electrical power propulsion installations.The major breakthrough for electric propulsion in 1990s dominating in cruise vessels, ice breakers,and offshore oil exploration put the new demand for power/energy management. All installed powerequipment becomes interconnected in the power distribution system and any load variations, startingtransients, and network disturbances affect the load and generators that interact and influence eachother. The new generation of vessels have a complex power system configuration with advancedprotection and relaying philosophies that are in close connections with the design and functionaloperation of power/energy management control system (PMS/EMS).In that respect, optimum operation and control of the power system becomes essential for safeoperation of the vessel. One important consequence of such functional philosophy is better energyutilisation that results in lower fuel consumption. Fuel consumption is one of the major operationalcosts of the vessel and that is the one which always attracts the owner.Equipment that becomes available on reasonable price and standards that assure compatibility betweenvarious suppliers involved in ship design reflected also to lower automated marine applications(tankers, ro-ro, bulk-carriers) that now have much better control systems and become more resistant toblackout.Power management system (PMS) has become an integrated element of totally integrated power,automation and positioning system. That is one of the new challenges for PMS. Traditionally, powermanagement system has been analyzing only current situation on the network and has been consideringlimited number of consumers and their control systems.In recent years, advanced functions have been added to power management system to be able to controlthe power generation and consumption by optimizing the instantaneous power flow and use. That is thereason for calling the same control system the Energy management system (EMS). Usually, differentterminology has been used for the same control system so there is not big difference whether we call itenergy management system or power management system. However, it is important to recognize thedifference between conventional power management functions and modern advanced functions thatopen possibilities for further improvements in blackout prevention, overall safety and fuelconsumption. Marine power system The Power Management System (PMS) is a critical part of the control equipment in the ship. It isusually distributed on various control stations that can operate together and share information betweeneach other or independently in case of special emergency situations when vessel have to operate withopen tie breakers DP class 2, 3. PMS serves to provide the power when it is needed and to preventblackouts. The equipment within the PMS includes the engines, generators, switchboards and controlsalong with the automation equipment that perform the calculation algorithms. Before consideringdetailed functionality of PMS it is necessary to give an overview of the marine power system.Marine power system is consisted of power generators, consumers and distribution system.Fig. 2.1. shows basic marine power system configuration with medium voltage switchboard (mostly3.3., 6.6. or 11 kV). Medium speed diesel engines with speed of 500 to 1000 rpm are commonly usedas prime movers in marine electrical installations. Robustness, reliability, fast load acceptance, lowdeviation in frequency and redundancy obtained with relatively large number of units installed onboard(4 to 8) are factors that, besides fuel consumption, have the greatest influence in prime moverselection. Transformers are used to achieve proper voltage for variable frequency propulsion drives andelectro motors that usually operate on 1500 V and powers up to 25 to 30 MW. Low voltageswitchboard feeds various small power consumers such as pumps, compressors, ventilation, etc withpowers lower then 100 to 200 kW and 690V or 440V. Special sensitive equipment should be feed bymeans of uninterruptible power supply UPS that provides clean sinusoidal power supply with very lowharmonics and current/voltage distortion.The figure 2.1. regards two independent power systems one on the port side (left) and the other on thestarboard side of the vessel (right). Each system has its own generator, medium voltage switchboard,low voltage switchboard and thrusters with frequency converter - variable speed propulsion driveswitchboard. All parts of power system onboard marine vessel with or without its own controllers areinterconnected with control system hardwired or field bus. That provides enormous possibilities foradvanced overall control system functionality. Fig. 2.1. Marine power system (ABB Marine)

Damir Radan Power/Energy Management of Marine Power Systems 3The power system is divided into the following main parts:1 Power generation system with prime movers (diesel or gas turbine) and generators.2 Power distribution system consisting of medium voltage switchboard and tie breakers, usuallysplit into two (on ships), four (4) or more sections (on drilling rig/ship).3 Transformers for feeding of alternate voltage levels.4 Low voltage switchboards and motor control centres.5 Frequency drives for propulsion motors and other users (bow thrusters, cargo pumps, ACcompressors, etc.).6 Filters for reducing the harmonic currents.7 Rotating converters for clean power supply.8 Uninterruptible power supply (UPS) of sensitive equipment and automation system.9 High and low voltage motors for various services (propulsion, thrusters, AC compressors, fans,etc.). 2.1. Power system redundancy Configuration with two generators on each network represents better solution since second generatorsignificantly increases redundancy when vessel operates with open bus-tie. Fig. 2.2. shows single linediagram with a 4 split, 11 kV network that is typical configuration for drilling vessel. Each network has2 diesel generators - 5.2 MW each and 2 thruster drives - 3.2 MW each [3].Fig. 2.3. shows various levels of power system redundancy for arrangement with two engine rooms [2].Such engine room arrangement is common for ships that are able to change the position in case of emergency. Contrary, there is an increasing trend of multiplying engine rooms on drilling vessels.Class requirements put the demand for vessel redundancy: the single fault must not be the cause forlose more than one engine. In case of fire or flooding the vessel must posses redundant engine roomwhich will be completely independent and isolated with waterproof and fireproof bulkhead A60. Thevessel with one engine room out of operation must be able to maintain the position on design storm conditions. Various configurations may exist that will give the same required redundancy. If therequired power is found to be 35 MW in a nominal design conditions ( design storm ) and only two (2)separate and independent engine rooms are allowed by the design, the total installed prime moverpower must be 70 MW (35 MW per engine room). But, if the number of engine rooms is increased onthree (3) engine room, the total installed prime mover power is 52.5 MW, see figure 2.4.The amount of installed power decreases with number of split networks or number of engine roomsaccording to following simple equation [4]:1 = nnPP reqinst

where: P inst installed power P req required power n number of engine roomsTherefore, the design team should decide the number of engine rooms that will give the optimal Damir Radan Power/Energy Management of Marine Power Systems 4installed power for the same required power by taking care about increased complexity of the plant andoverall costs of duplicating auxiliary and control systems.Power plant redundancy is one example how design constraints may influence power managementdemand. Power management control system strongly depends on power system configuration, installedpower and overall vessel operational conditions. If these factors have not been properly addressed indesign stage it might be unreal to believe that PMS will be able to correct the same in the operation. Fig. 2.2. Power system configuration for drilling vessel [1], [3] Single line diagram for a DP Class 3 drill rig with a four-split power system ring network Multiple systemR2, R2+, R2-S, R2-S+RP, RPSMultiple systemR1, R1+, R1-S, R1S+S i n g l e s y s t e m M u l t i p l e s y s t e m Fig. 2.3. Various levels of power system redundancy for one or two engine rooms [2

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