31

Eekels Technology B.V.

A. Plesmanlaan 2
9615 TH Kolham
P.O. Box 4
9600 AA Hoogezand
The Netherlands
Telephone +31 88 799 17 99
Fax +31 88 799 17 98
www.eekels.com

0062-8001 Functional description On-board electrical system

and PMS
Date of creation
BNR 457 Conversion – Fast Support Intervention vessel May 1, 2019
7.1.0 On board electrical system and PMS Date of update
May 14, 2019
Reference
0062-8001
Customer reference
Author(s) BNR 457-459
A. Wilson 31910001
Version
2.0
Status
Final
Page
1 of 31
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Contents

1 Introduction 5

2 List of abbreviations 6

3 Design criteria 7
3.1 Classification Society 7
3.2 Class Notations 7
3.3 Ambient conditions 7
3.4 IP rating 7
3.5 Voltages 7
3.6 Design current 7

4 Electrical system 8
4.1 Single line overview 8
4.2 Power production 9
4.3 Power distribution 9
4.4 Electrical propulsion 9
4.5 Main 230V Aux switchboard (ASB) 9
4.6 Shore connection distribution 10
4.7 Auxiliary Systems 10
4.8 µGrid system 10

5 General operation electrical system 11

5.1 Possible configurations of the Electrical system 11
5.2 Parallel operation 11
5.3 Recovery from dead ship 11
5.4 Blackout recovery 12
5.4.1 Automatic recovery procedure 12
5.4.2 Manual recovery procedure 12

6 Synchronization 13
6.1 Manual synchronization 13
6.2 Semi-Auto synchronization 13
6.3 Synchronization field Main switchboard “ASB” 13
6.4 Synchronization field Main switchboard “ASB-2” 13
6.5 Synchronization ASB-2 to DC switchboard MCU panel 13

7 Breaker control 15
7.1 Generator breaker control 15
7.1.1 Manual control 15
7.1.2 Semi-automatic control 15
7.2 Bus-tie breaker control 16
7.2.1 Manual control 16
7.2.2 Semi-automatic control 16
7.3 Shore connection breaker control 16
7.3.1 Manual control 16

8 Pre-magnetizing of Transformers 17
8.1 Pre-magnetizing transformer T1 17
8.2 Pre-magnetizing transformer T2 and T3 17

9 Power limitation 18
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9.1 Load shedding 18

9.2 Start blocking Heavy consumers 19
9.3 Diesel Electric Slow (DE-S) 19

10 µGrid converter 21
10.1 Description 21
10.2 Functionality 21
10.2.1 Power-Out mode (PO-mode): 21
10.2.2 Power-In mode (PI-mode): 21

11 Power Management Functions 22

11.1 Power Generation Control 22
11.2 Load control 22
11.3 Distribution Control 22
11.4 Operator interfaces 23
11.5 Control modes 23
11.5.1 Semi Auto Mode 23
11.5.2 Manual Mode 23

12 Propulsion system 24
12.1 Propulsion modes 24
12.1.1 Diesel Direct mode (DD) 24
12.1.2 Diesel Electric mode (DE) 25
12.1.3 Diesel Electric Slow mode (DE-S) 25
12.2 Mode Selection 25

13 Appendices 28
13.1 Appendix A – Overview Propulsion modes 29
13.2 Appendix B- Signal explanation for selection prop. modes 30
13.3 Appendix C – PMS system overview 31
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Revision History
Version Status Author Date Signature
V1.2 Updated for DH457-459 AW 21-05-2019

Document release
Version Name Checked Date Signature
V1.2 For information Yard / Lloyds BVP 3-6-2019
V2.0 Final BVP 1-8-2019

Approvals
Function: Name: Signature and Date:
De Hoop Shipyards
Lobith:

Principal:

Class representative:

Owner representative:
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1 Introduction

The aim of this specification is to give a better understanding in terms of the functionality of the 480V
Auxiliary switchboards ASB 2 and ASB. The specification will describe the various operation modes, the
basic functionality of the power management system and the load shedding philosophy.

This document must be read in conjunction with the below listed documents and the documents mentioned
in chapter 13 (Appendices):
1 FDS PMS Marpower Automation system
2 FTS Marpower Automation system
3 Main Single line diagram “Draw no: 0073-3001”
4 Load balance “0070—8001” DH-457 d.d 18-09-2018
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2 List of abbreviations

AMCS : Alarm Monitoring Control System

ASB : Auxiliary Switchboard
BT : Bus-Tie
CB : Circuit Breaker
ER : Engine Room
MSB : Main Switchboard
PMS : Power Management System
PS : Portside
PPU : Parallel Protection Unit
SC : Shore Connection
SB : Starboard
MCU : Mode Control Unit
DD : Diesel Direct
DE : Diesel Electric
DE-S : Diesel Electric Slow
PI : Power In (µGrid)
PO : Power Out (µGrid)
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3 Design criteria

3.1 Classification Society

The electrical installation will be installed on a seagoing vessel, built under supervision and in accordance
with the rules and regulations of Lloyds regulations.

3.2 Class Notations

1. Lloyds register of shipping (UMS notation)

3.3 Ambient conditions

Minimum seawater temperature : -2 °C

Maximum seawater temperature : 32 °C
Minimum outside air temperature : -20 °C
Maximum outside air temperature : +45 °C
Maximum Relative Humidity at 45 °C : 70 %

3.4 IP rating

 IP23

3.5 Voltages

Main generators : 3 x 480V, 60Hz (IT system)

Aux switchboard (ASB-2) : 3 x 480V, 60Hz (IT system)
Aux switchboard (ASB) : 3 x 480V/230V, 60Hz (IT system)
Main switchboard propulsion : 648VDC (DC system)

3.6 Design current

 Aux switchboard (ASB2 & ASB)

o Aux bus bar rating : 300 Amp
o Short time withstand current : 6kA / 0.5sec
o Dynamic withstand current (peak): approx. 13.3kA
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4 Electrical system

4.1 Single line overview

GEN-1

G 800 kW

MSB // 648 Vdc

648Vdc

µGrid
Converter
Shore Connection 480Vac 60Hz
~ 125A

GEN-3

Transformer T1
G 250 kW 160 kW
200kVA

ASB-2 // 480 Vac

BT1
480Vac

BT2.1
GEN-2

Transformer T2
75kVA G 99 kW

ASB // 480 Vac / 230Vac

BT2

230Vac 480Vac

Transformer T3
75kVA
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4.2 Power production

The main power generation consists of one shaft generator, with an output of 1000kVA/800kW, one
auxiliary diesel generator, with an output of 312kVA/250kW and one harbour generator set, with an output
power of 123kVA/99kW. In addition the electrical system can be connected to a land base shore system by
means of the ships shore connection system (max 125A).

The main power generation are connected to the following switchboards:

Main switchboard propulsion (DC grid):

 Shaft generator (generator 1);
 µGrid converter;

Aux switchboard ASB-2:

 Main auxiliary generator (generator 3);
 Shore power

Aux switchboard ASB:

 Harbour generator (generator 2);

Note; The switchboards are housed separately but can be connected together by means of BT 1 and BT 2.

4.3 Power distribution

The ships power distribution panels are connected to ASB-2 and ASB. The electrical propulsion consumers
are connected to Main switchboard 648VDC.

4.4 Electrical propulsion

The bow tunnel thruster (forward) and the main propulsion motors (PS & SB) are driven by dedicated Active
Front End frequency converters. In case power is returned to the grid, excess power can be dissipated by
the brake chopper, which is connected to the MSB 648VDC.

The following electrical propulsion are installed:

- 1 off tunnel bow thruster (electrical motor 135kW);
- 1 off Main propulsion PS (electrical motor 350kW);
- 1 off Main propulsion SB (electrical motor 350kW);

4.5 Main 230V Aux switchboard (ASB)

The 230V switchboard will be used to connect 230V consumers and several ships distribution panels. The
switchboard is integrated in auxiliary switchboard (ASB) and is powered via one of the board net
transformers (T1) or (T2) 75kVA. The transformers are suitable for S1 duty. To prevent that both
transformers are supplying the 230V switchboard at the same time, the secondary output of the transformers
are interlocked (mechanically and electrically.
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4.6 Shore connection distribution

The shore connection system is connected to aux switchboard ASB-2. The meters and indicators are located
in the aux switchboard ASB-2. The system is equipped with an automatic changeover. On deck a shore
connection box is installed to which the shore connection cables can be connected.

Note; Shore connection is limited to 125A.

4.7 Auxiliary Systems

Electrical powered auxiliary systems like cooling-, fuel oil and lube oil pumps will be supplied from aux
switchboards ASB-2 and ASB. The auxiliary power to control systems for these consumers will be supplied
from the same switchboard.

4.8 µGrid system

The MSB 648VDC switchboard is equipped with a static 160 kW Grid converter system. This system
generates a 480V AC voltage on the output of the transformer which can be used as power supply (Power
Out) for ASB & ASB-2. Alternatively the µGrid can be used as power supply for the DC switchboard (Power
In). The latter can be used for the new DE-S operating mode.

Note; The µGrid and Bus-Tie 1 are forming a couple together. When it is mentioned in this document that
Bus-Tie 1 is open, then this means that the µGrid is switched off. When the Bus-tie 1 is closed then this
means the µGrid is switched on.
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5 General operation electrical system

5.1 Possible configurations of the Electrical system

Bus-Tie 1 close and Bus-Tie 2 open

For this application the shaft generator (1) is supplying power to ASB-2. The µGrid is working as an active
front end.
Aux generator (2) is working in island mode and supplies power to ASB.

(or)

Aux generator (3) is supplying power to ASB-2 and MSB 648VDC. The µGrid is working as an inverter.
Aux generator (2) is working in island mode and is supplying power to ASB.

Bus-Tie 2 close and Bus-Tie 1 open

For this application the Aux generator (3) or Aux generator (2) is supplying power to ASB and ASB-2.
The shaft generator (1) is working in island mode and is supplying power to MSB 648VDC.

Bus-Tie 1 close and Bus-Tie 2 close

For this application only one generator is allowed to feed the electrical system.

Bus-Tie 1 open and Bus-Tie 2 open

This operation mode is also called DP mode. For this application each generator will supply its own
switchboard.

Note; For above mentioned possible supplies, several consumers are notified as non-essential consumers.
In case of a generator exceeding its capacity, the load shedding circuit will become active and will start to
shut down the non-essential consumers. This will be explained in more detail in chapter 9 “Power limitation”.

5.2 Parallel operation

Short-time parallel running between the generators is possible, for transfer of load during mode-changes. To
prevent continuously parallel operation between the generators, a timer will open Bus-Tie 2 breaker after
30seconds, in case one of the generators will not be switched off (manually or automatically) in a pre-defined
time frame.

5.3 Recovery from dead ship

The understanding of “dead ship” is the condition when the entire machinery installation, including its power
supply, is out of operation. All batteries, except of the main auxiliary generator sets starting batteries, are
depleted and the auxiliary systems needed for operation of the manoeuvring devices are not running.

Recovery procedure

Start one of the auxiliary diesel and connect the main auxiliary generator to its switchboard.
Assumption: Power on at least the starting battery.
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5.4 Blackout recovery

The understanding of full blackout is when the switchboards are no longer energized, caused either by
unintentional stop of diesel generator(s) or tripping of generator breaker(s).

5.4.1 Automatic recovery procedure

If blackout occurs, the Bus-Tie breakers will open automatically and split the electrical system in three
independent parts. The PMS will supervise the Bus-Tie breaker feedback signal and will send a start signal
to all available auxiliary diesel engines to start.

The first generator to reach nominal systems voltage and frequency will be connected to its switchboard.

At the end of the automatic blackout recovery procedure, at least on main auxiliary diesel generator set will
supply power to the switchboards.

Auxiliary systems are automatically restarted according classification rules.

Note; Blackout is detected in case of:

- Busbar voltage < 20% of nominal voltage &
- Blackout detection signal on (digital input)

5.4.2 Manual recovery procedure

Manual blackout recovery is performed by setting the “Manual / Semi-auto” switch in the relevant generator
cubicle, to “Manual”, followed by starting the auxiliary diesel engine and closing the generator breaker
manually.
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6 Synchronization

Before connecting a power source (e.g generator) to the ships electrical power system, or in order to
connect two electrical power systems to each other, the relevant power source or electrical power systems
must be synchronized. To make this possible the aux switchboards “ASB” and “ASB-2” are provided with a
synchronization field. The synchronization field are equipped with the relevant components to allow both
manual and automatic synchronization.

6.1 Manual synchronization

For manual synchronization, the frequency of the bus bars should be adjusted by means of the speed
settings switches located on the synchrone section. The check synchronizer will sent a close signal when
busbar voltage and frequency are correct.
In case one side of the breaker is without voltage, the check synchronizer will sent a close order directly.

6.2 Semi-Auto synchronization

An automatic synchronizer is provided by means of the DEIF PPU unit. During Bus-Tie synchronizing the
DEIF PPU unit will control the frequency of the bus bars. To avoid the two nets running constantly out of
phase, one net will be raised 0.1 Hz above the other net while synchronizing. The unit does this by adjusting
the speed of the generator(s). This method is also used to synchronize a generator with the bus bar. When
the bus bar voltage and frequency are correct, the DEIF PPU unit will sent a close order signal. In case one
side of the breaker is without voltage, the DEIF PPU unit will sent a close order directly.

6.3 Synchronization field Main switchboard “ASB”

From the synchronization field it is possible to synchronize the following circuit breakers:
- Circuit breaker “Aux generator 2”
o Connecting Aux generator 2 to Aux bus bar “ASB”
- Circuit breaker “Bus tie breaker 2”
o Connecting Aux bus bar “ASB” to Aux bus bar “ASB-2”

6.4 Synchronization field Main switchboard “ASB-2”

From the synchronization field it is possible to synchronize the following circuit breakers.
- Circuit breaker “Aux generator 3”
o Connecting Aux generator 3 to Aux bus bar “ASB-2”
- Circuit breaker “Bus tie breaker 1”
o Connecting Aux bus bar “ASB-2” to MSB-648VDC switchboard (MCU panel)

6.5 Synchronization ASB-2 to DC switchboard MCU panel

In order to connect ASB-2 to the MSB-648VDC switchboard, use is made of Bus Tie 1 and the µGrid unit.
The components are forming a couple together and are therefore both necessary to realize the connection.

To synchronize the electrical power system to the MSB-648VDC switchboard (and vice versa), it is required
to first make a choice between PI or PO mode from the PMS Mimic.
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PI (Power In) mode:

- During PI mode the ships electrical power system is supplying power to the DC switchboard.
- Pre-magnetizing of Transformer 1, for approx. 1.5 sec will be performed
o (See also chapter 10.2.2 for more detail explanation)

PO (Power Out) mode:

- During PO mode the DC switchboard is supplying power to the ships electrical power system.
- Pre-magnetizing of Transformer 1 will not be performed.
o (See also chapter 10.2.1 for more detail explanation)

The synchronization will be started if the following conditions are met:

- PI mode selected from PMS system &
- DC ready contact from MCU panel is “active” &
- Pre-magnetize circuit Transformer 1 “ready”

Note: The pre-magnetization circuit will be active for approximately 1.5 seconds before the Bus Tie breaker
will be closed (see also chapter 8).
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7 Breaker control

7.1 Generator breaker control

Controlling the generator breakers is possible by means of manual control, locally on the relevant
switchboard, and semi-auto control from the PMS Mimic.

Manual control for Aux generator 2 circuit breaker can be locally performed from ASB. For Aux generator 3
this can be done from ASB-2.

7.1.1 Manual control

Closing of the circuit breaker is only possible when:

- Main selector switch in position “manual” &
- Engine is running &
- Generator is supplying power &
- Voltage established (>90% of nominal voltage) &
- Frequency correct &
- No interlocks active.

Opening of the circuit breaker is possible when:

- Engine load < 5% of nominal load.
- No interlocks active

7.1.2 Semi-automatic control

Semi- automatic control will be performed by the power management system. The DEIF PPU unit (integrated
automatic synchronizer) will handle the closing of the generator circuit breaker to a live bus bar or for direct
closing when detecting a dead bus bar.

Closing of the circuit breaker is only possible when:

- Main selector switch in position “Semi-Auto” &
- Breaker closed activation from PMS mimic &
- Engine is running &
- Generator is supplying power &
- Voltage established (>90% of nominal voltage) &
- Frequency correct &
- No interlocks active.

An additional feature, compare with manual control, is that it is possible to close the breaker automatically in
case of a dead bus bar. The PPU will check whether the bus bar is alive or dead. Blackout is detected in
case of:
- Bus bar voltage > 20% of nominal voltage &
- Blackout detection signal on (digital input)

Opening of the circuit breaker is possible when:

- Breaker open activation from PMS mimic &
- Engine load < 5% of nominal load. &
- No interlocks active.

Note; In Semi-Auto mode de-loading is performed automatically.

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7.2 Bus-tie breaker control

There are a total of three bus tie breakers in the electrical power system:
- BT1 (Connection between MSB-648VDC and ASB-2 “located in ASB-2”)
- BT2.1 (Connection between ASB-2 and BT2 “located in ASB-2”)
- BT2 (Connection between ASB and BT2.1 “located in ASB”)

Controlling the Bus Tie-breakers is possible by means of manual control, locally on the relevant switchboard,
and semi-auto control from the PMS Mimic. However, for BT2.1 it applies that it can only be operated
manually.

The switch-on conditions are almost similar for the Bus-Tie breakers. However, Bus-Tie 1 has to deal with
additional conditions with regard to pre-magnetization during PTI-mode.

7.2.1 Manual control

Closing of the circuit breaker is only possible when:

- Main selector switch in position “manual” &
- Voltage established (>90% of nominal voltage) &
- Frequency correct &
- No interlocks active.

Note; when BT2.1 is opened, then BT2 will be opened automatically

7.2.2 Semi-automatic control

Semi-automatic control will be performed by the power management system. The DEIF PPU-3 unit
(integrated automatic synchronizer) will handle the closing of the Bus-Tie breaker.

Closing of the circuit breaker is only possible when:

- Main selector switch in position “Auto / PMS” &
- Voltage established (>90% of nominal voltage) &
- Frequency correct &
- No interlocks active.

Note; Semi-automatic control is only possible for BT1 and BT2. Bus-Tie operation time-out alarm will be
given approximately after 120seconds (or 2 seconds in case no voltage on one of the breaker sides).

7.3 Shore connection breaker control

The shore connection circuit is foreseen with the necessary protections and indicators in accordance with
class rules and regulations. The circuit is equipped with a phase sequence monitoring, to allow automatically
switching of the phases in the correct order, in case the phases are wrong connected.

7.3.1 Manual control

Controlling the shore breaker can locally be performed from the shore section in ASB-2

Closing of the circuit breaker is possible when:

- Phase sequence correct
- No interlocks active (All generators switched off)
- Switch on by means of pushbutton “ON” on shore connection section
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8 Pre-magnetizing of Transformers

Pre-magnetizing of transformers is necessary in order to reduce the in-rush current. The pre-magnetize
circuit will allow pre-magnetizing of the transformer via resistors. Pre-magnetizing will be performed for
transformer T1, T2 and T3.

8.1 Pre-magnetizing transformer T1

When there has been chosen for PI mode from the PMS mimic, Bus-Tie breaker 1 will be closed after pre-
magnetizing of transformer T1.

Pre-magnetizing is started as soon as the “DC ready signal” from the MSB-648VDC (MCU panel) is
received. The transformer will be pre-magnetised for approx. 3 seconds. After 3 seconds the Bus-Tie
breaker will be closed.

In case of black out or switch-off the Bus Tie breaker, the same sequence will follow after a new closing
command, when operating in PI mode.

Note; Pre-magnetizing starts on request of the MCU panel. The “DC ready signal” must be high until the
Bus-Tie breaker is closed.

8.2 Pre-magnetizing transformer T2 and T3

Pre-magnetizing is started when the transformer breaker is switched off and the pushbutton “breaker closed“
is pressed on the particular Auxiliary switchboard (ASB or ASB2).
- Pushbutton for closing circuit breaker Transformer T2, is located on ASB-2
- Pushbutton for closing circuit breaker Transformer T3, is located on ASB

The transformer (T2 or T3) will be pre-magnetised for approx. 0.3 seconds. After 0.3 seconds the
transformer circuit breaker will be closed.
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9 Power limitation

In order to prevent tripping of the generator circuit breaker(s) the ships electrical power system is foreseen
with additional circuits which allows prevention during an event when more power is requested than the ship
electrical power system is able to provide.

The systems contains three prevention methods that lead to safe operation of the ships electrical power
system. The methods are described in the sub-chapters.

9.1 Load shedding

In order to protect the Aux generators against overloading when supplying power to the ships electrical
power system, a load shedding circuit is implemented in ASB and ASB-2. The circuit allows for a controlled
shut down of the non-essential consumers and is therefore a vital element for a safe operation. The circuit
will become active when the demand becomes greater than the supply.

The load shedding circuit contains two steps and is explained below for both Auxiliary generators:
- Aux Generator 2 (99kW)
o Load Shedding Step 1
 Will become active when power demand is increasing and reaches 90% of the
generator power (for at least 3seconds)
 Causing Bus-Tie 2 (1Q2) to open, resulting in the disconnection of Aux switchboard
“ASB-2” from Aux switchboard “ASB”
o Load Shedding Step 2
 Will become active when power demand is increasing and reaches 100% of the
generator power (for at least 3seconds)
 Causing the Chiller unit to shut down
- Aux Generator 3 (250kW)
o Load Shedding Step 1
 Will become active when power demand is increasing and reaches 95% of the
generator power (for at least 3seconds)
 Causing the shutdown of the deck sockets fore and aft:
 Group 2Q8 (Deck Socket Aft 1)
 Group 2Q9 (Deck Socket Aft 2)
 Group 2Q10 (Deck socket Aft 3)
 Group 2Q11 (Deck socket Fore 4)
 Group 2Q12 (Deck socket Fore 5)
o Load Shedding Step 2
 Will become active when power demand is increasing and reaches 100% of the
generator power (for at least 3seconds)
 Causing the shutdown of the following consumers:
 Chiller unit (starterpanel)
 Group 2Q6
o (Galley – Range)
o (Galley – Dishwasher)
o (Galley – Coffee machine)
o (Galley – Water heater)
o (Galley – Microwave)
o (Galley – Exhaust Hood)
o (Galley – Sockets general use)
o (Refrigerator, Freezer, Blender)
 Group 3F22 (located in ASB)
o (Laundry – Washing Machine 1)
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o (Laundry – Washing Machine 2)

o (Laundry – Tumble Dryer 1)
o (Laundry – Tumble Dryer 2)

The load shedding circuit that is built in the relevant main switchboard, can be reset from the PMS-Mimic
and from the relevant Aux switchboard (ASB or ASB-2).

Note; When reset has been activated, automatically restoration of power (Stepped or sequenced) to prevent
high inrush loads will not be performed.

9.2 Start blocking Heavy consumers

The start blocking is used to prevent unintentional starting of the heavy consumers, when there is not
enough power available on the ships electrical system.

The start block signal is provided by the PMS system. The system will monitor the available power and will
release or block the start signal if the values are within the set limits.

The block signal will always be active when the ships electrical system is powered by the shore connection
or by Aux generator 2 (99kW). Both power sources have insufficient power to feed the Heavy consumers
and the normal ships distribution simultaneously. The release signal can therefore only be given during
“Power Out” operation or during Aux generator 3 operation.

PO Operation:
No Description Blocking limit Release limit Time-Delay
Release signal
1 HPU Interceptor 40 kW 80 kW 5 sec

2 HPU MOB boat 80 kW 40 kW 5 sec

Aux generator 3 operation:

No Description Blocking limit Release limit Time-Delay
Release signal
1 HPU Interceptor 40 kW 80 kW 5 sec

2 HPU MOB boat 80 kW 40 kW 5 sec

Note; It is not possible to start both heavy consumer simultaneously. if one of the heavy consumers is
activated, the other one will receive a start block signal.

9.3 Diesel Electric Slow (DE-S)

The ship is provided with a new propulsion mode for low fuel consumption. This new mode is called Diesel
Electric Slow (DE-S) and can be selected from the PMS mimic. In this mode the ships electrical power
system is operating in PI mode, meaning that Aux generator 3 is providing power to MSB-648VDC (via the
µGrid module), resulting in a limited total available propulsion power of 160 kW.

The power for the propulsion is divided as follow and is based on fix limits:
- Propulsion E-motor SB - 45% of available power
- Propulsion E-motor PS - 45% of available power
- Bow thruster - 10% of available power
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Note; When selecting DE-S mode, the PMS system will notify the Navis system of the available limited
electrical power.
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10 µGrid converter

10.1 Description

The Grid converter system (or micro-grid / µGrid system) consists of a water-cooled Vacon module which is
situated in the main switchboard (MSB-648VDC). The MSB has an internal DC-bus which is used to feed the
other consumers in this panel (e.g. bow thruster and propulsion drive systems). The µGrid system is capable
of converting DC (Direct Current) to a pre-set AC (Alternating Current) value and vice versa. (See also
description of functionality below).

The µGrid Vacon module is connected to ASB-2 by means of a sine-filter and transformer. The sine-filter
(installed in the MSB) is used to filter higher harmonics as a result of semiconductor (IGBT) switching. The
transformer (placed outside the MSB) is used to match voltage levels between ASB-2 and µGrid output. To
match output frequency and synchronize with ASB-2 voltage (during short-term paralleling with Gen-3) the
µGrid is equipped with a voltage measurement option card which is connected by means of a transformer to
ASB-2.

The µGrid Vacon module is controlled by means of the central Siemens PLC system inside the MSB.

10.2 Functionality

10.2.1 Power-Out mode (PO-mode):

In PO-mode the µGrid system is used as a DC to AC conversion system. The µGrid acts as a power supply
to the ASB-2. The µGrid can run in parallel with a generator but only during switchover between power
sources on ASB-2. The system is not designed for continuous parallel operation.

The PO-mode has the following features:

- Automatic Loading and De-loading during switchovers
- Continuous output frequency and voltage
- Automatic synchronization with existing AC-bus
- Mode selectable from PMS mimic

Note; During PO-mode the power source for the µGrid is the shaft generator (Gen-1)

10.2.2 Power-In mode (PI-mode):

In PI-mode the µGrid system is used as a AC to DC conversion system. The µGrid acts as a power supply
for the MSB. The µGrid can run in parallel with the shaft generator during switchover. When the PI-mode is
selected and the µGrid is operational the shaft-generator will be stopped. The µGrid is single power-source
in this mode. (DE-Slow mode). When this mode is selected the consumers are limited to the maximum
power of the µGrid system.

The PI-mode has the following features:

- Automatic de-loading with shaft generator
- Boosting of input voltage to higher DC voltage (used for de-loading)
- Mode selectable from PMS mimic

Note; During PI-mode the power source for the µGrid is Aux Gen-3.
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11 Power Management Functions

This chapter describes the basic functions of the PMS system. The system works together with the DEIF
PPU units to ensure proper operation. More information about the PMS system can be found in the
documents “FDS PMS Marpower Automation system” and “FTS Marpower Automation system”.

Basically Power Management functions can be subdivided in power generation control, distribution control,
load control and interface function. The functions corresponding to these function groups are specified in this
chapter.

11.1 Power Generation Control

The power generation control is provided with the following function:

- Load Sharing
- Frequency Control
- Generator coordination
- Generator breaker control
- Generator alarm & monitoring (with interface to AMS)
- Seamless transfer to and from MSB-648VDC (During PI & PO mode)
- Startup in DE-Slow mode

Note; Load sharing, Frequency control and Generator breaker control will be handled by the DEIF PPU unit.

11.2 Load control

Load control is intended to prevent overloading of the power system and indirectly safeguard that grid an
voltage and frequency stay within admissible limits (See also chapter 9). The load control is provided with
the following functions:
- Load shedding / Non-essential tripping
- Heavy consumer control
- Load limitation (Interface with Navis system)
- Black-out restart

Note; Black-out restart is only available for the relevant generator when the control mode “Semi-Auto” is
selected.

11.3 Distribution Control

When switchboards are connected together, they will be handled as one system, with respect to load
sharing, automatic start / stop and load control. The Distribution control is provided with the following
functions:
- Bus Tie control
- µGrid converter control
- Synchronizing
- Interlocking
- Bus Tie coordination
- Seamless transfer to and from MSB-648VDC (During PI & PO mode)
- Startup in DE-Slow mode
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11.4 Operator interfaces

- Remote Control (from AMCS)

- Remote Monitoring (from AMCS)
- Local operation on ASB and ASB-2 by means of DEIF control panel

11.5 Control modes

Two predefined control modes are available (Manual & Semi Auto). The modes can be selected on ASB and
ASB-2.

11.5.1 Semi Auto Mode

Semi-automatic mode is an operator dependent auto mode. This means that generator-set start/stop,
switching of breakers and load control is carried out by PMS on operator command only.

11.5.2 Manual Mode

In manual mode all functions except protections are disabled. Control of speed, circuit breaker, etc. is by
means of push buttons and selector switches
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12 Propulsion system

The propulsion system consists of two main propulsion diesel engines (prime power 2350kW), where the
shaft generator is mounted on the PS engine. In addition the system is foreseen with three electrical
propulsion motors which are driven by dedicated frequency converters.
- Tunnel Bow thruster (electrical motor 135kW)
- Main propulsion PS (electrical motor 350kW)
- Main propulsion SB (electrical motor 350kW)

This configuration provides the user the possibility to sail fast if needed but also to sail slow and save fuel.

12.1 Propulsion modes

The following propulsion modes are applicable when the vessel is in operation.

1. DD Mode (Diesel Direct)

2. DE Mode (Diesel Electric)
3. DE-S Mode (Diesel Electric Slow)

The selection of these modes can be done by configuring both the PMS and Navis control. Both are operator
actions. See sub chapter 12.2 “Mode selection”.

Note; There are only 2 propulsion modes selectable from the Navis panel. The selection of DE-S mode by
means of the PMS settings only results in a “limited” power for propulsion, the Navis system remains in DE
mode.

12.1.1 Diesel Direct mode (DD)

Used during fast sailing (e.g interception missions). the full power of the main engines are utilized. The shaft
generator will not supply power to the electrical propulsion, but is online to assist in the electrical braking
process during a crash stop procedure.

General system configuration:

- Propulsion power
o The ships electrical propulsions are not in used (Diesel electric 0%).
o The ship mechanical propulsion is in used (Diesel direct 100%)
- Status µGrid
o The µGrid is switched off (0%), “PI mode not available”,
(or)
o The µGrid is switched on (100%), “PO mode is available”
- Generators
o The shaft generator (gen 1) is online (no load)
o Aux generator 2 or 3, or both online (depending of Bus Tie status) and (are) supplying
power to the ships electrical system.
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12.1.2 Diesel Electric mode (DE)

Used during departure or transit where high sailing speed does not have to be achieved. The shaft generator
will supply power to the electrical propulsion system. There are three general system configuration possible
as described below.

General system configuration:

- Propulsion power
o The ships electrical propulsions are in use (Diesel electric approx. 20%).
o The ship mechanical propulsion is not in use (Diesel direct 0%)
- Status µGrid
o The µGrid is switched off (0%), “PI and PO mode not available”
- Generators
o The shaft generator (gen 1) is online and is supplying power to the electrical propulsions
o Aux generator 2 or 3, or both online (depending of Bus Tie status) and (are) supplying
power to the ships electrical system.

OR (2nd configuration)

- Status µGrid
o The µGrid is switched on (100%) “PO mode available”
- Generators
o The shaft generator (gen 1) is online and is supplying power to the electrical propulsions
and the ships electrical system.
o Aux generator 2 and 3 are offline.
OR (3rd configuration)
o Aux generator 2 is online and is supplying power to the Aux switchboard (Bus Tie breaker 2
is open).

12.1.3 Diesel Electric Slow mode (DE-S)

Used to sail very slowly while also saving fuel, because the main engines are not being used. The Aux
generator 3 will supply power to the electrical propulsion

General system configuration:

Propulsion power
o The ships electrical propulsions are in use (Diesel electric 20%)
o The ship mechanical propulsion is not in use (Diesel direct 0%)
- Status µGrid
o The µGrid is switched on (-100%) “PI mode available”
- Generators
o The shaft generator (gen 1) and Aux generator 2 are offline
o Aux generator 3 is online and is supplying power to the electrical propulsions and the ships
electrical system.

12.2 Mode Selection

Selecting one of the propulsion modes will practically result in the following steps to be taken by the
operator:

1. Select required power generating configuration, PI or PO mode on PMS mimic.

2. Select available propulsion mode on the Navis control panel, DD or DE
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The following examples will be used to explain the behavior of the system and the required operator actions.
The examples do not describe all possible scenarios but are intended to clarify how the operating mode
selection should be interpreted (see also annex A):

#Example 1 - Selecting DD-mode (Diesel Direct)

Start condition: System is offline:
Propulsion power DE and DD (0%)
µGrid (0%)
Generators offline

Step 1 – Select Power Configuration

 Start Gen 3 on PMS mimic
o Gen 3 will connect to bus and run in parallel with Gen 2
o Gen 2 will de-load and shut-down
o Gen 3 provides power to ASB & ASB-2

Step 2 – Select Propulsion Mode

 Press ‘Start’ on PS Navis panel
o MCU (Mode Control Unit) will start PS Main Diesel if required
o Shaft generator is energized
o DC-bus is energized
o MCU will make necessary switchover for DE mode (default)
o DE mode is active
 Select ‘DD’ on the Navis panel
o MCU will make necessary switchovers for DD mode (e.g. gearboxes and diesel settings)
o Shaft generator will remain online (no-load), this is required for crash stop configuration in
which automatic switchover to DE mode is done.
o DD mode is active and can be used.

#Example 2 - Selecting DE-S-mode (Diesel Electric Slow)

Start condition: System is operating in DE mode
Propulsion power DE (100%) and DD (0%)
µGrid (100%)
Shaft generator online
Aux generators offline

Step 1 – Select Power Configuration

 Start Gen 3 on PMS mimic
o Gen 3 will connect to bus and run in parallel with µGrid
o µGrid will de-load and shut-down
o Gen 3 provides power to ASB & ASB-2
 Start µGrid in PI (Power In) mode on PMS mimic
o µGrid will be started by MCU
o µGrid will be connected to ASB
o µGrid will run in parallel with shaft generator and feed DC switchboard
 MCU will make necessary changes for DE-S mode (e.g. power limits)
 Shaft generator will be de-energized
 DE-S mode is active and can be used
 DE-S mode active is sent to Navis

Step 2 – Select Propulsion Mode

 DE mode already selected, no action required on Navis panel
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Note; By pre-selecting DE-S in the PMS screen it will be possible to start DE-S mode from a stationary
operating state. This means that it is therefore not necessary to first start from DE mode and then switch to
DE-S mode. By activating the pre-selection, the control circuit of the µGrid will be supplied by aux generator
3, without first having to switch on the PS main engine so that voltage can be supplied by the shaft generator
to the DC grid.

#Example 3 - Selecting DE-mode (Diesel Electric)

Start condition: System is operating in DE slow mode
Propulsion power DE (20%) and DD (0%)
µGrid (-100%)
Shaft generator offline
Aux generator 3 online
Aux generator 2 online or offline (depends on Bus Tie status)

Step 1 – Select Power Configuration

 The Aux generator(s) are already active
o Starting of generators is not required
 Open Bus Tie 1 on PMS mimic
o µGrid will be stopped by MCU
o µGrid will be disconnected from ASB-2
 MCU will make necessary changes for DE mode
 Shaft generator will be started
 DE mode is active and can be used
 DE mode active is sent to Navis

 Start Gen 3 on PMS mimic
o Gen 3 will connect to bus and run in parallel with Gen 2
o Gen 2 will de-load and shut-down
o Gen 3 provides power to ASB & ASB-2

Step 2 – Select Propulsion Mode

 DE-mode already selected, no action required on Navis panel
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13 Appendices

Annex A : Overview Propulsion modes

Annex B: : Signal explanation for selecting propulsion modes
Annex C : PMS system (System overview)
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13.1 Appendix A – Overview Propulsion modes

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13.2 Appendix B- Signal explanation for selection prop. modes

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13.3 Appendix C – PMS system overview