The Necessity of Reactive Power Balance in Ship Electric Energy Systems

Journal of Marine Engineering & Technology
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The necessity of reactive power balance in ship

electric energy systems
J M Prousalidis
To cite this article: J M Prousalidis (2011) The necessity of reactive power balance in ship
electric energy systems, Journal of Marine Engineering & Technology, 10:1, 37-47, DOI:
10.1080/20464177.2011.11020242
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The necessity of reactive power balance in ship electric energy systems
The necessity of reactive

power balance in ship electric
energy systems
JM Prousalidis, National Technical University of Athens, School of Naval Architecture and
Marine Engineering, Division of Marine Engineering
Electric load balance is a most significant study performed at the design stage of a ship
outlining her electric power plant. However, this analysis is confined only to the active
power part. In this paper, on the one hand the importance of extending the electric load
balance in terms of including also the reactive power is highlighted, while on the other, a
relevant methodology is presented. The discussion is enriched by case studies obtained
from actual ship electric energy systems.
AUTHOR’S BIOGRAPHY BACKGROUND

Dr J Prousalidis (Electrical Engineer from NTUA/1991, PhD
from NTUA/1997) is an assistant Professor at the School of Since the very first years of electrification there has been
Naval and Marine Engineering of National Technical University difficulty in clarifying the definition of power, ie, energy per
of Athens, dealing with electric energy systems and electric time unit, especially in the case of AC networks. A brief
propulsion schemes on shipboard installations. overview of the power terms involved is presented (a more
thorough overview of power definitions and their history can
be found in1).
INTRODUCTION The meaning of power is clear when direct current (DC)
S
hip electric energy systems are autonomous with the flows in a network. Specifically, this is the energy per time
generators covering the energy demands of the loads unit which can be transformed into exploitable work, eg, lin-
installed, as well as any losses in the power distribution ear or rotary movement, and is obtained from the product of
system. Thus, the generators are specified, rated and voltage, V, times the current, I:
selected during the early design stage of the ship energy system
P =VI (1)
according to the well-known electric load balance analysis. In
this analysis, it is the load demands in kW, ie, only those referring When AC current flows in a circuit, the current, in general,
to the active power, that are assessed. However, considering that is not in-phase with the voltage either referring to waveforms
ship networks are of alternating current (AC) type, reactive power or to phasors (Fig 1a and 1b, respectively). The phase shift is
also circulates; hence, this power has also to be estimated. zero in the case of a resistive network, whereas in the case of
The significance of this problem is also reflected in the a circuit with inductive character, the current lags the voltage
power factor that the generators must accomplish. Thus, (angle ϕ is negative). Conversely, in the case of a capacitive
although the rated power factor of the generators is set by their character network, the current leads the voltage (angle ϕ is
manufacturers equal to the standard value of 0.8 inductive, it positive).
seems that, in many cases, the total power demand corre- In the AC case discussed, an expression resembling that of
sponds to a rather different value. This paper focuses on high- equation (1), ie, the product of voltage times current, is used
lighting the importance on performing reactive power balance to calculate the Apparent Power, S, (measured in VA):
as a complement to the well-known active power balance, as
S =VI (2)
well as presenting, in detail, the corresponding methodology.
Volume 10 Issue 1 January 2011 Journal of Marine Engineering and Technology 37

Fig 1: Phase shift between

v(t) ϕ voltage and current (a) in time
Ṽ
domain with waveforms (b) in
i(t) ϕ frequency domain with phasors
t I˜
ϕ
(a) (b)
NOMENCLATURE where pf is the power factor. From equations (2) and (3), the
Symbol Explanation power factor is calculated as:
D Distortion power (in VA)
dpf Displacement power factor P
pf = (4)
I RMS value of current (in A) S
I% Current phasor (in A) The values of power factor vary between 0 and 1, while in
i(t) Current as a time expression case of sinusoidal voltage and current waveforms, pf is also
Ik k-th order harmonic of current, k = 1, 2, … equal to cosϕ:
(rms value in A)
pf = cos φ (5)
J Total number of distinct ship operation modes
lf Load factor therefore, the phase displacement between voltage and
m Index of ship operation modes current waveforms is reflected in the relationship between
M Total number of pieces of equipment installed active and apparent power. Due to the even nature of the
aboard cosine-function, an extra notification is required to distin-
n Order of harmonic component of current or guish between lagging or leading current with respect to
voltage voltage; hence, the power factor is named ‘inductive’ or
P Active Power (in W) ‘capacitive’, respectively. Furthermore, the complementary
pf Power factor part of the active power is the reactive power (measured in
Pk k-th order harmonic of active power, k = 1, 2, … VAr) and is obtained from:
PN Rated power (of equipment)
Q Reactive power (in VAr) Q = V I 1 − ( pf )
2
(6)
Qk k-th order harmonic of reactive power, k = 1, 2, …
S Apparent power (in VA) Taking into account equation (5), then reactive power can
sf Simultaneity factor be also expressed as:
slf Service load factor
Q = V I sin φ (7)
SPQ Complex power (in VA)
tpf True power factor The reactive power of an electric network refers to a
V RMS value of voltage (in V) circulating amount of energy in the circuit, which, on the one
V% Voltage phasor (in V) hand, is necessary for the circuit operation, while, on the
v(t) Voltage as a time expression (in V) other, produces no work. Moreover, the reactive power of an
Vk k-th order harmonic of voltage, k = 1, 2, … inductance is considered, by convention, positive, whereas
(rms value in V) the one of a capacitance is negative.
β Factor equal to 1, in case of 1-phase circuit, and Finally, the active and reactive power can be figuratively
3 , in case of 3-phase circuit represented as the two perpendicular sides of a triangle, the
θv,k Phase angle of k-th order harmonic of voltage, power triangle (Fig 2). The hypotenuse is the apparent
k = 1, 2, … (in rad) power, while the aforementioned angle ϕ of the power factor
θi,k Phase angle of k-th order harmonic of current, is the angle between active and apparent power, P and S
k = 1, 2, … (in rad) respectively.
ϕ Phase shift between voltage and current
Apparent power S
However, this amount of power cannot be fully exploited Reactive power Q
for work production. On the contrary, it is proven that due to
the phase shift between voltage and current, ϕ, only a portion ϕ
of the apparent power as calculated in equation (2) can be
transformed into work, the so-called active or mean power Active power P
(expressed in W):
Fig 2: Power triangle in case of inductive power factor
P = V I pf = S pf (3)
(positive reactive power Q)
38 Journal of Marine Engineering and Technology Volume 10 Issue 1 January 2011

TRUE POWER FACTOR The rated current, which is obtained from:

In case of harmonic distortion due, eg, to the presence of
S †
power electronic converters, the power terms are extended. In I rms = (17)
such a case, voltage and current waveforms which are, in β .Vrms
general, both distorted, can be expressed in Fourier series is used to define the size of numerous components of power
of sinusoidal waveforms, each one of which in harmonic distribution network such as cables, bus-bars, fuses, circuit
frequency.* breakers, etc. Hence, equation (17) proves, once again, how
important the accurate estimation of the apparent power is
v(t ) = ∑Vn
n 2 cos(nω t + θ v, n ) n = 0, 1, 2,... (and not only its active part) for the design of the entire
electric power grid of a ship.
(8)
i(t ) = ∑I
n
n 2 cos(nω t + θi, n ) n = 0, 1, 2,...
POWER QUANTITIES IN SHIP ELECTRIC
The apparent power S is expressed as the product of the
rms values of voltages and currents:1 ENERGY SYSTEMS
In a ship electric energy system, the induction AC motors
require reactive power, whereas the synchronous AC genera-
S = Vrms I rms = ∑V ∑ I
n
n
2
n
2
n n = 0, 1, 2,... (9) tors produce reactive power acting as capacitors. In this
manner, equilibrium is satisfied.
Moreover, the power terms obtained from the product of However, as generators also produce the active power
the voltage and current Fourier series include terms classified demands, their capacity is subject to certain limitations
into the following three groups:1 expressed in terms of all three powers: apparent, active and
the active power: reactive. The permissible operation locus on the P–Q plane is
ideally a semicircular one, which is further confined by
P= ∑V I n n cos(θ v, n − θi, n ) n = 1, 2,... (10) design constraints and non-linearities of the generator (Fig 4).
n Furthermore, for stability purposes, it is often recommended
the reactive power: by the manufacturers that, as shown in Fig 4, the power fac-
tor of the generator should be confined within the region
Q= ∑V I n n sin(θ v, n − θi, n ) n = 1, 2,... (11) between 0.9 capacitive and 0.8 inductive.
n In conclusion, the generator capacity is limited in terms of
and the distortion power: both active and reactive power, which has to be taken into
account during the electric load analysis.
D = S2 − P2 − Q2 (12)
which comprise all the terms of the apparent power not
included in the P and Q terms. AMENDMENTS TO THE ELECTRIC LOAD
The vector sum of the active and reactive term is often
called1 ‘complex power’, SPQ: BALANCE ANALYSIS
The electric load analysis is used to estimate the power
SPQ = P 2 + Q 2 (13)
demands of the loads installed aboard in the distinct operation
or † β‚ is a factor equal to 1, in case of single-phase circuit, and 3, in case of three-phase circuit
2 2
SPQ = S − D (14)
D
Apparently, the complex power, SPQ, coincides with the
apparent power, if no distortion is present; therefore both
voltage and current waveforms are purely sinusoidal.
Thus, including the distortion power, D, the power trian-
gle turns into a power tetrahedron1 (Fig 3).
Finally, the power factor is extended to two terms:
S Q
(1) the true power factor:
P
tpf = (15)
S
(2) the displacement power factor:
dpf = cos φ = cos(θV ,1 − θ I ,1 ) (16) SPQ
P
The two terms coincide to each other, if no harmonic
distortion is present.
* The n-th order harmonic frequency is the n-times multiple of the fundamental (n = 1) frequency,
Fig 3: Power tetrahedron in case of electric quantities with
where n is a natural number, i.e. n = 0, 1, 2, …. harmonic distortion

Q
Fig 4: Operation limitations of generators
pf=0.8 (ideal limits are marked with the dashed line,
Region of inductive
while the actual operational limits are marked
power factor (Q>0)
with solid lines)
Actual operation limits
Ideal limits Region of capacitive

power factor (Q<0)
pf=0.9
modes of the ship under study. This assessment is assisted to On the other hand, in the literature of electric motors,5–8 an
a significant extent by the service load factors (slf), each one improved approximation of the reactive power demands of
of which actually comprises two factors:2, 3 electric motors vs the partial loading conditions is met. Such
approximate reactive demands are based on statistical data
the load factor (lf) reflecting the partial loading condition provided by manufacturers,5–8 – see equation (19) and Fig 5.
of each load in the operating mode studied,
pf = pf ( slf ) (19)
the simultaneity factor (sf) reflecting the fact that in each
operating mode not all loads operate simultaneously. Alternatively, it is the reactive power that can be
expressed as a function of the partial loading (see equation
More specifically: (20) and Fig 6).
( slf ) = (lf )( sf ) (18) Q = Q( slf ) (20)
Estimating slf is, in general, a difficult task. In the As can be seen, there is a strong dependence of the
literature,2–3 there are representative figures of them according reactive power values on the service load factor.
to the type of ship, her operation profile and the corresponding Taking into account that in the electric load balance analy-
operation modes. Moreover, a detailed methodology is sis, only the active power demands are estimated, significant
described,4 concerning the way that numerical values of slf errors in the reactive and apparent power demands can be
can be obtained from statistical processing of recorded power introduced. For instance, in Fig 7, the wrong estimate of
demands of loads via pattern recognition techniques. inductive reactive power demand, Q1, is compared with the
Nevertheless, as already mentioned, the electric load actual demand, Q2; both reactive power demands correspond
balance consideration is, to-date, made only for the active to the same active power demand, ie, P1 = P2.
power demands. In ship energy system design literature no
reactive power balance is mentioned; whenever required,
eg, in cable sizing, the power factor is roughly estimated to EXTENDED ELECTRIC LOAD ANALYSIS
be 0.8 inductive in case of motor loads and 1.0 in case of
lighting loads.‡ The methodology in this paper recommends that the well-
‡
This is absolutely correct for incandescent lamp lighting and certain galley/laundry equipment. known electric balance sheets be extended to include not only
Furthermore, it is fairly plausible for fluorescent lamp lighting as well as telecommunication and
navigation sub-systems, which are all often included in lighting type equipment. the active power demand of each load installed (P-balance),
Fig 5: Power factor as a function of

1,00 partial loading
power factor, pf
0,80
0,60
0,40
0,20
0,00
0,00 0,20 0,40 0,60 0,80 1,00
service load factor, slf

reactive power Q N /S(p.u)

Fig 6: Reactive power as a function of partial 0,60
loading (Reactive power Q is per-unitised via division 0,50
with the nominal apparent power of the motor)
0,40
0,30
0,20
0,10
0,00
0,00 0,20 0,40 0,60 0,80 1,00
service load factor, slf
Fig 7: Error in reactive and apparent power estimate

according to conventional electric load balance analysis
Q2
(dashed lines correspond to a smaller power factor). Both
S2 P1=P2 Q1 and Q2 are positive, ie, they correspond to inductive
Q1<Q2 power factor
S1<S2
S1
pf1>pf2
P1 = P2 Q1
Operation Mode 1
Equipment Rated Input Service load pf=pf(slf) P=PN. (slf) Q=Q(slf) S
Power PN factor (slf)=(sf).(lf)
No 1 PN,1 slf1 pf1 P1(1) Q1(1) S1(1)
No 2 PN,2 slf2 pf2 P2(1) Q2(1) S2(1)
… … … … … … …
No M PN,M slfM pfM PM (1)
QM (1)
SM(1)
(1) M M M
Total - P tot (1) (1)
(1) (1)
P tot = ∑ P k Q (tot
1)
= ∑ Q (k1) S tot = ∑ S k
(1) k =1 k =1 k =1
S tot
Operation Mode 2
No 1 PN,1 slf1 pf1 P1(2) Q1(2) S1(2)
No 2 PN,2 slf2 pf2 P2(2) Q2(2) S2(2)
… … … … … … …
No M PN,M slfM pfM PM (2)
QM (2)
SM(2)
Total - (2 ) M M M
P tot (2 ) (2 )
P tot = ∑ P k Q (tot2 ) = ∑ Q (k2 )
(2 ) (2 )
S tot = ∑ S k
(2 ) k =1 k =1 k =1
S tot
Operation Mode J
No 1 PN,1 slf1 pf1 P1(J) Q1(J) S1(J)
No 2 PN,2 slf2 pf2 P2(J) Q2(J) S2(J)
… … … … … … …
No M PN,M slfM pfM PM (J)
QM (J)
SM(J)
Total - (J ) M M M
P tot (J ) (J )
P tot = ∑ P k Q (totJ) = ∑ Q (kJ )
(J ) (J )
S tot = ∑ S k
(J ) k =1 k =1 k =1
S tot
Fig 8: Extended electric load analysis including all three balance sheets – P-balance, Q-balance and S-balance

but also the corresponding reactive power (Q-balance), and Thus, for instance, in Fig 9 two generators G1 and G2 of
the resultant power (S-balance), see Fig 8. In this way, the rated power (PN1, QN1) and (PN2, QN2) respectively, are studied
power factor is more accurately assessed, too. versus the power demands obtained from an electric balance
More specifically, additional columns are added in the with four operating modes. As can be seen, although all
calculation sheets including reactive power, Q, and apparent active power demands are met by both generators, the reac-
power, S, in partial loading conditions. For each operating tive power ones are covered only by generator G2. This
mode, the total power demands are assessed. In particular, proves the significance of performing the extended electric
as soon as the total active, reactive and apparent power balance as discussed above.
(m ) (m ) (m )
demands of operating mode m, ie, P tot , Q tot and S tot
respectively, have been assessed, the total power factor is
calculated as: CASE STUDIES
(m) P(m)
pftot = tot m = 1, 2,..., J Extended electric load balance of a tanker
(m)
Stot (21)
In this first case study, the main results of an extended
(m ) (m )
Then, the power demands in P tot , Q tot pairs of all electric load balance made for an actual tanker installation
modes, ie, m = 1,2,…,J are placed on the P–Q plane of are presented. Five distinct operating modes have been
generators as this is provided by the manufacturers. The identified, namely:
generator of minimum rated capacity that covers all the
(Ptot,Qtot) pairs as estimated in the load balance sheets, is (1) sailing at sea
the one that must be selected – see equation (22) and Fig 9. (2) manoeuvring
(3) in port
{
(1) ( 2 )
Srated ≥ max Stot (J )
, Stot ,..., Stot } (22)
(4)
(5)
ballast
cargo handling.
Reactive Power, Q
Fig 9: Selecting the appropriate generator
between G1 and G2, in order to meet both
pf:inductive active and reactive power demands of electric
QN2 balance analysis (notified as “*”)
QN1
* *
* * G2 Active
Power, P
G1 PN1 PN2
pf:capacitive
Case 1a: power factor pf = pf(slf) case 1b: power factor pf = 0.8/1.0
Operating mode P(kW) pf Q(kVAr) S(kVA) pf' Q'(kVAr) S'(KVA)
(1):at sea 489.11 0.78 364.20 627.12 0.82 323.69 597.01
(2):manoeuvring 772.95 0.77 621.54 1009.82 0.82 522.57 947.14
(3):in port 439.59 0.74 370.66 591.48 0.83 273.07 530.61
(4):ballast 680.61 0.77 536.35 883.95 0.82 453.31 831.71
(5):cargo handling 533.84 0.76 424.12 698.43 0.82 341.40 647.64
Table 1: Summary results of extended electric load analysis, considering the power factor
1a: function of the partial loading pf = pf (slf)
1b: constant equal to 0.8 for motors or 1.0 ‘lighting’ type equipment

Reactive Power, Q(kVAr) Fig 10: Summary results of

700,00 extended electric load analysis,
600,00 considering the power factor
500,00 1a: function of the partial
loading pf = pf(slf)
400,00 1b: constant equal to 0.8 for
300,00 1a:pf=pf(slf) motors or 1.0 for lighting
200,00 1b:pf=0.8/1.0 equipment
100,00
0,00
0,00 500,00 1000,00
Active Power, P(kW)
Partial loading conditions reflected in service load Analysing the generator reactive overloading of an
factors are taken into account for estimates of both active LPG carrier
and reactive power demands. Furthermore, these results This case study refers to the power plant of an actual LPG
are compared with those obtained from a similar analysis carrier. More specifically, one of the main loads of the
considering that the power factor is of constant value and electric grid comprised low-speed asynchronous motors
equal to 0.8 inductive in case of motors, or 1.0 in case of driving compressors. The rated power factor of these
lighting equipment (Table 1 and Fig 10). In the Appendix, motors was 0.6 inductive, while, at ‘sailing-at-sea’ mode,
some figurative sections of the extended electric balance, the generators have been proven to operate in a total power
as outlined in Fig 8, are presented. ‘Manoeuvring’ opera- factor on the order of 0.45. The rest of the loads had a
tion mode is proven to be the most power demanding one. rather ordinary behaviour with an inductive power factor
By inspecting the results, it can be concluded that consid- on the order of 0.8. In total, while the active power
ering the power factor as a function of the partial loading, demands were well below the nominal power of the gener-
which is more accurate, leads to higher reactive, and con- ators, the latter were overloaded, from the reactive power
sequently apparent power demands. Nevertheless, it is point of view by 13.9% (see Table 2). By performing a
confirmed that the electric load analysis taking into combined series of calculations, simulations and measure-
account only the active power demands estimates is ments, the power factor of the compressor motors was
incomplete. proven to be equal to the extremely small value of 0.24
Thus, the least a ship electric power plant designer has inductive.
to do is to make a rough estimation of the reactive power Due to the high reactive power demands, this overloading
demand. Otherwise it is likely to result in erroneous rating condition in steady-state operation could lead the generators
of the generators and occasionally to their overloading, as even to instability, as can be deduced by inspecting the volt-
shown in the next case study. age vs reactive power curve,9 (Fig 11).
Equipment P (kW) Q(kW) S(kVA) pf (inductive)

Low power factor motors 382 1530 1577 0.24
Other loads 693 520 866 0.80
Total generator power 1075 2050 2314 0.46
Rated data of generators 2400 1800 3000 0.80
Overloading - 13.9% - -
Table 2: Reactive power overloading of the generator plant due to low power factor motors of an LPG carrier in actual
operating conditions
Fig 11: Voltage vs reactive power

curve of synchronous generators.
Stable operating region
Vmax (If the generator is forced to cover
excessive reactive power demand, this
can lead to the unstable region)
Vmax
Unstable operating region
0 Q
Qmax

The problem was finally resolved by installing reactive power S (Table 3). This is attributed to the current distortion,
power compensating capacitors at the motor connection bus- which is fairly high. Thus, while the complex power, SPQ,
bar. In this way the capacitors contributed the excessive (including any higher order terms, which are of very small
amount of reactive power that the generators could not sup- value) is in the order of 0.9933 pu, the total apparent power,
ply. However, this retrofitting could have been avoided if an S, including the distortion power, D, is 1.147 pu, ie, greater
extended electric load balance analysis, like the one outlined by 15%. For the same reason, the true power factor is lower
in this paper, had been done at the design stage of the ship than the distorted power factor by almost 15% (Table 3). The
energy system. significantly increased apparent power due to the distortion
power leads to increased size of cabling and associated
protection devices.
Assessing power indices of a UPS unit
In this third case study, the input power of a UPS used to
supply sensitive electronic equipment installed aboard a war- CONCLUSIONS
ship is studied. The input voltage supplied by the power
mains is slightly distorted, mainly due to the presence of the This paper highlights the importance of including the reactive
5th harmonic (Table 3 & Fig 12). On the other hand, the meas- power balance in the electric load analysis of a ship electric
ured input current is highly distorted, including all odd order energy system. This is feasible, considering that the reactive
harmonics (Table 4 & Fig 13), apparently due to the power power demands of the electric equipment installed can be
electronic configuration of the UPS. The presence of triplen estimated via the service load factors, which reflect partial
harmonics (ie, 3rd and 9th ones) in the input current is attrib- loading operating conditions. It is shown that in partial load-
uted mainly to two factors: ing, the resultant reactive power demands from the generators
are occasionally fairly higher than those in full loading.
(1) The existence of neutral cable; Furthermore, paying no attention to reactive power balance at
(2) The unbalanced loading of the three UPS phases by the design stage can lead to overloading of the system gener-
single-phase loads of different rated power. ators. Finally, due to the eventual complete ship electrifica-
tion via power electronic converters, it is probable that the
Concerning power quantities, the active and reactive distortion power has a significant effect upon the apparent
power, P and Q respectively, have significant fundamental power besides the active and reactive power components.
component and negligible harmonic ones. This is mainly due This leads to a power distribution network with items of
to the low harmonic distortion of the voltage. However, the equipment of increased size compared with that obtained in
distortion power, D, is a significant part of the total apparent cases without harmonic distortion.
Harmonic Voltage Harmonic Current

Harmonic Current, Ik
1,20 1,20
1,00 1,00
Voltage, Vk
0,80 0,80
0,60 0,60
0,40 0,40
0,20 0,20
0,00 0,00
1 3 5 7 9 11 1 3 5 7 9 11
Harmonic Order, k Harmonic Order, k
Fig 12: Harmonic spectrum of UPS input voltage Fig 13: Harmonic spectrum of UPS input current
Harmonic
order, k Vk(p.u.) θV(ο) Ik(p.u) θ1(ο) Pk(p.u.) Qk(p.u.) D(p.u.) S(p.u.) tpf dpf
1 1.00 0.00 1.00 −30.00 0.866 0.500 0.866
3 0.00 0.00 0.40 −45.00 0.000 0.000
5 0.04 177.00 0.30 −80.00 −0.003 −0.012
7 0.01 32.00 0.20 −43.00 0.001 0.002
9 0.00 0.00 0.10 −57.00 0.000 0.000
11 0.01 98.00 0.05 −25.00 0.000 0.000
Total 1.00086* 1.1413* 0.864 0.490 0.564 1.147 0.755 0.866
SPQ = 0,9933 p.u.
*
rms values including all harmonics measured
Table 3: Electric power quantities of the UPS unit studied (the total value of voltage and current refer to rms values, while the power
quantities are the sum of the harmonic quantities)

REFERENCES ACKNOWLEDGEMENTS
1. Akagi H, Watanabe EH and Aredes M. 2007. The author gratefully acknowledges the data provision by the
Instantaneous power theory and applications to power condi- technical personnel of the Angelicoussis Shipping Group. He
tioning. IEEE Press. also wishes to express his gratitude towards Dr Christos
2. Woud HK and Stapersma D. 2002. Design of propul- Papadopoulos, Lecturer at NTUA and Mr Panagiotis
sion and electric power generation systems. IMarEST Georgakis, graduate student at NTUA for their valuable help in
Publications. extending existing electric balance sheets. Finally, the author is
3. Harrington R. 1992. Marine engineering handbook. indebted to the reviewers for their most valuable comments.
SNAME Publications.
4. Tsekouras GJ, Hatzilau IK and Prousalidis JM. 2009. A APPENDIX
new pattern recognition methodology for classification of
load profiles for ships electric consumers. Journal of Marine Due to space limitations, only certain representative sections
Engineering & Technology (Part A14). IMarEST (April), of the extended electric load balance analysis of the tanker
pp45–54. discussed in the first case study are presented. These sections
5. VDE 530, Umlaufende Elektrische Maschinen. Teille 1.8. refer to main engine auxiliaries and lighting for all five dis-
6. IEC 34, Rotating electrical machines, Parts, 1–8. tinct operation modes. Lighting is considered to be of 1.0
7. CENELEC HD53, Rotating electrical Machines, power factor. Moreover, the difference between the following
Parts 1–8. two cases:
8. Dokopoulos P. 1992. Electrical installations of low and
medium voltage. Zitis Press, 2nd edition (in greek). the power factor is dependent on the partial loading,
9. Prousalidis JM, Xanthopoulos E and Voutzoulidis C. the power factor is constant (equal to 0.8, in case of rotat-
2009. On reactive power sharing in ship energy systems with ing machinery, or 1.0 in case of passive loads/lighting),
shaft generators. Journal of Marine Engineering &
Technology (Part A13), IMarEST, (Feb), pp 21–38. is also highlighted.
Operation Mode 1: Sailing at Sea

Rated Service
input load
Equipment power factor P= pf =
PN (slf) PN.(slf) pf(slf) Q S pf' Q'op S'op
KW KW KVAr KVA KVAr KVA
MAIN ENGINE AUXILIARIES
Main LUB OIL pump 78.95 0.65 51.32 0.78 41.82 66.20 0.80 38.49 64.14
Main sea water pump 73.68 0.80 58.95 0.82 41.16 71.89 0.80 44.21 73.68
Main Engine cooling fresh water pump 17.65 0.80 14.12 0.82 9.86 17.22 0.80 10.59 17.65
Low temperature fresh water pump 94.74 0.80 75.79 0.82 52.92 92.44 0.80 56.84 94.74
Fuel Oil circulating pump 4.56 0.80 3.65 0.82 2.55 4.45 0.80 2.74 4.56
Fuel Oil supply pump 1.88 0.80 1.50 0.82 1.05 1.83 0.80 1.13 1.88
Lubricator pump 2.50 0.80 2.00 0.82 1.40 2.44 0.80 1.50 2.50
Main Engine aux. blower 46.32 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00
Main Engine turning gear 3.75 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00
Lub oil filter 0.25 0.80 0.20 0.82 0.14 0.24 0.80 0.15 0.25
Control air dryer 0.56 0.30 0.17 0.58 0.24 0.29 0.80 0.13 0.21
TOTAL 207.69 0.81 151.12 257.00 259.61 155.77 259.61
LIGHTING
Outside lighting 23.33 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Engine room lighting 8.24 1.00 8.24 1.00 0.00 8.24 1.00 0.00 8.24
Emergency lighting 8.24 0.60 4.94 1.00 0.00 4.94 1.00 0.00 4.94
Accomodation Lighting 14.12 0.80 11.29 1.00 0.00 11.29 1.00 0.00 11.29
Navigation & signal lighting 3.25 0.20 0.65 1.00 0.00 0.65 1.00 0.00 0.65
Cargo hold lighting 0.38 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
TOTAL 25.12 1.00 0.00 25.12 1.00 0.00 25.12
…
GRAND TOTAL 489.11 0.78 364.20 627.12 0.82 323.69 597.01

Operation Mode 2 : Manoeuvring

Rated Service
input load
Main LUB OIL pump 78.95 0.65 51.32 0.78 41.82 66.20 0.80 38.49 64.14
Lubricator pump 2.50 0.80 2.00 0.82 1.40 2.44 0.80 1.50 2.50
Lub oil filter 0.25 0.80 0.20 0.82 0.14 0.24 0.80 0.15 0.25
TOTAL 281.79 0.81 202.86 347.38 352.24 211.35 352.24
LIGHTING
TOTAL 43.79 1.00 0.00 43.79 1.00 0.00 43.79
…
GRAND TOTAL 772.95 0.77 621.54 1009.82 0.82 522.57 947.14
Operation Mode 3: In Port

Rated Service
input load
Main LUB OIL pump 78.95 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00
Lubricator pump 2.50 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00
Lub oil filter 0.25 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00
TOTAL 102.35 0.75 89.17 135.81 127.93 76.76 127.93
LIGHTING
TOTAL 43.79 1.00 0.00 43.79 1.00 0.00 43.79
…
GRAND TOTAL 439.59 0.74 370.66 591.48 0.83 273.07 530.61

Operation Mode 4: Ballast

Rated Service
input load
Main LUB OIL pump 78.95 0.65 51.32 0.78 41.82 66.20 0.80 38.49 64.14
Lubricator pump 2.50 0.80 2.00 0.82 1.40 2.44 0.80 1.50 2.50
Lub oil filter 0.25 0.80 0.20 0.82 0.14 0.24 0.80 0.15 0.25
TOTAL 192.95 0.79 148.18 243.54 241.19 144.71 241.19
LIGHTING
TOTAL 43.79 1.00 0.00 43.79 1.00 0.00 43.79
…
GRAND TOTAL 680.61 0.77 536.35 883.95 0.82 453.31 831.71
Operation Mode 5: Cargo Handling

Rated Service
input load
Main LUB OIL pump 78.95 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00
Lubricator pump 2.50 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00
Lub oil filter 0.25 0.00 0.00 0.13 0.00 0.00 0.80 0.00 0.00
TOTAL 101.22 0.76 87.59 133.86 126.53 75.92 126.53
LIGHTING
TOTAL 46.94 1.00 0.00 46.94 1.00 0.00 46.94
…
GRAND TOTAL 533.84 0.76 424.12 698.43 0.82 341.40 647.64

The Necessity of Reactive Power Balance in Ship Electric Energy Systems

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Journal of Marine Engineering & Technology

ISSN: 2046-4177 (Print) 2056-8487 (Online) Journal homepage: https://www.tandfonline.com/loi/tmar20

The necessity of reactive power balance in ship

To link to this article: https://doi.org/10.1080/20464177.2011.11020242

Published online: 01 Dec 2014.

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The necessity of reactive power balance in ship electric energy systems

The necessity of reactive

AUTHOR’S BIOGRAPHY BACKGROUND

Volume 10 Issue 1 January 2011 Journal of Marine Engineering and Technology 37

The necessity of reactive power balance in ship electric energy systems

Fig 1: Phase shift between

38 Journal of Marine Engineering and Technology Volume 10 Issue 1 January 2011

The necessity of reactive power balance in ship electric energy systems

TRUE POWER FACTOR The rated current, which is obtained from:

Volume 10 Issue 1 January 2011 Journal of Marine Engineering and Technology 39

The necessity of reactive power balance in ship electric energy systems

Ideal limits Region of capacitive

Fig 5: Power factor as a function of

40 Journal of Marine Engineering and Technology Volume 10 Issue 1 January 2011

The necessity of reactive power balance in ship electric energy systems

reactive power Q N /S(p.u)

Fig 7: Error in reactive and apparent power estimate

Volume 10 Issue 1 January 2011 Journal of Marine Engineering and Technology 41

The necessity of reactive power balance in ship electric energy systems

42 Journal of Marine Engineering and Technology Volume 10 Issue 1 January 2011

The necessity of reactive power balance in ship electric energy systems

Reactive Power, Q(kVAr) Fig 10: Summary results of

Equipment P (kW) Q(kW) S(kVA) pf (inductive)

Fig 11: Voltage vs reactive power

Volume 10 Issue 1 January 2011 Journal of Marine Engineering and Technology 43

The necessity of reactive power balance in ship electric energy systems

Harmonic Voltage Harmonic Current

44 Journal of Marine Engineering and Technology Volume 10 Issue 1 January 2011

The necessity of reactive power balance in ship electric energy systems

Operation Mode 1: Sailing at Sea

Volume 10 Issue 1 January 2011 Journal of Marine Engineering and Technology 45

The necessity of reactive power balance in ship electric energy systems

Operation Mode 2 : Manoeuvring

Operation Mode 3: In Port

46 Journal of Marine Engineering and Technology Volume 10 Issue 1 January 2011

The necessity of reactive power balance in ship electric energy systems

Operation Mode 4: Ballast

Operation Mode 5: Cargo Handling

Volume 10 Issue 1 January 2011 Journal of Marine Engineering and Technology 47

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