Pengembangan Jaringan Distribusi Listrik arus Searah (DC) Pada Kapal Bertenaga Listrik Hibrida Menggunakan DFIG (Doubly Fed Induction Generator) untuk Meningkatkan Efisiensi Kelistrikan dan Pengaruhnya Terhadap Konsumsi dan Emisi Bahan Bakar

Kusuma, Indra Ranu (2021) Pengembangan Jaringan Distribusi Listrik arus Searah (DC) Pada Kapal Bertenaga Listrik Hibrida Menggunakan DFIG (Doubly Fed Induction Generator) untuk Meningkatkan Efisiensi Kelistrikan dan Pengaruhnya Terhadap Konsumsi dan Emisi Bahan Bakar. Doctoral thesis, Institut Teknologi Sepuluh Nopember.

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Abstract

The application of a direct current distribution system offers a concept in developing environmentally friendly ship technology. The use of renewable energy onboard such as wind turbines increases the electricity grid's complexity. The electric power distribution system concept uses DC to reduce the hybrid electrical system's risk of failure. This concept presents several advantages: increased efficiency, easy integration of various types of power sources such as batteries and wind turbines. The application of converter electronics, namely the Buck and boost converter, has made a breakthrough in the voltage converter. The DC distribution system no longer uses switchgear or transformers to optimise space on the ship. This research focuses on developing direct current (DC) electricity distribution networks on passenger-cargo ships powered by hybrid electricity, sourced from diesel generators, batteries and wind turbines using DFIG (Dobly Fed Induction Generator). The research objectives include (1)—applied trimaran theory studies to determine the optimal primary size for the hybrid electric-powered trimaran passenger ship. (2). Apply the ship's electrical system theory in determining the electricity needs of a trimaran passenger ship to ensure the availability of electrical energy by the ship's operations. (3). Analyse and determine ship power capacity sourced from Diesel generators, batteries, and wind turbines using the DFIG (Dobly Fed Induction Generator) based on ship operations. (4). developed a valid mathematical model for trimaran passenger ships' hybrid electrical system with unmeshed net direct-current distribution by implementing buck and boost converter. (5). Analyse and evaluate the performance of the trimaran passenger ship's hybrid electricity system, such as load flow analysis and power losses from the hybrid electricity network with direct current distribution according to the operating conditions of passenger ship shipping. (6). analyse and evaluate Buck's performance and boost converter in a hybrid power grid with direct current distribution as a stabiliser, increase and decrease voltage function. (7). Analyse the wind turbine's performance in charging the battery on a trimaran passenger ship with direct current distribution. The method used in this study includes optimisation of the primary size of the ship. The cargo-passenger ship designed to have a payload capacity of 620 tons with a service speed of 34 knots or 17.49 m / s. According to UCL trimaran studies, the optimal primary vessel size is obtained by validating the hull coefficient and making corrections to ship displacement, ship trim, and ship stability. Next, the calculation of the electrical equipment on the cargo-passenger ship. The capacity of each vessel supporting equipment or components is determined. Calculation of equipment or components onboard such as leading propulsion engine work support equipment, general service support equipment on ships, ship air control and ventilation system equipment, ship navigation and communication system equipment and ship lighting system equipment. Then, the calculation of electricity requirements following electrical operating conditions carried out. Electricity requirements in each ship's operating conditions pay attention to the type of load for each equipment. In addition to the type of load, the calculation of electricity requirements also considers the load factor of each equipment. The next stage is making an electrical system model with an unmeshed DC model distribution system in the software. The software used in this research is electric power system analysis and electric power simulation (PSIM). Two models developed to determine the performance of the electrical system. In the software, simulations carried out to determine the power flow and power losses in the DC distribution system. In the power simulator, a model developed intending to know the power electronic system components such as the Buck and boost converter. The study also discusses the application of wind turbines on ships. There are 6 (six) ships installed in the wind turbine. The electricity supply by the wind turbine used to supply the battery continuously. The results of optimization and validation of the primary size of the passenger-cargo ship trimaran electric powered by hybrid power obtained the size of the ship with hull E with Lpp = 124.490 m, B = 32.525 m, T = 4.057 m, H = 10.141 m and Vs = 34 knots or 17.4896 m / s. The electricity needs of a trimaran in sailing conditions, the real power is 20,638 MW, and the reactive power is 7,971 Mar. In manoeuvring conditions, the real power requirement is 21.722 MW, and the reactive power is 8.389 Mar. For loading and unloading conditions, the real power requirement is 0.638 MW, and the reactive power is 0.31 Mar. Meanwhile, when entering the port, the power required is 13,119 MW for real power and 5.078 MW for reactive power. The trimaran ship's power source capacity based on sailing conditions, the availability of electric power supplied by 4 (four) diesel generators, and 11,594.2 AH batteries. The total power available is 24.3 MW consisting of 22.8 MW. The total power distributed is 20.6 MW for real power (P) and 14.5 Mar (Q) for reactive power. The load factor for each generator is 85 per cent. In manoeuvring conditions, the availability of electric power supplied by 5 (five) diesel generators. The total power available is 28.5 MW. The total power distributed is 21.73 MW for real power (P) and 18.17 Mar (Q) for reactive power. With a load factor on each generator of 76.2% per cent. A battery will supply loading and unloading conditions, the electricity needs in this loading and unloading condition with a power capacity of 1000 kW for 2 hours. In loading and unloading operation conditions, the battery has a capacity of 1,571.5 AH with a voltage of 690 VDC for 2 hours. The power distributed is 720 kW. When entering a port, the power requirement will be fulfilled by supplying electrical energy from 3 (three) diesel generators. The total power available is 17.1 MW. The total power distributed is 13.32 MW for real power (P) and 10.9 Mar (Q) for reactive power. With a load factor on each generator of 77% per cent.The electrical system was modelling on a hybrid electric-powered trimaran passenger ship with a DC distribution system developed in a one-line diagram by applying the Boost and Buck converter components as a voltage regulator, which functions as a voltage stabilizer from 11kV DC to 11 kV DC. The second function is to reduce the voltage (step down) from 11kV DC to 0.69 kV DC. Simultaneously, the third function is as a step-up from a voltage of 0.69 kV DC to a voltage of 11 kV DC. After that, the DC voltage distributed to all electrical equipment by converting it to AC voltage through an inverter. The buck and boost converter application has been successfully implemented to stabilize, increase and reduce the voltage. The resulting voltage profile is more stable through the buck and boost converter and has a smaller voltage ripple than before entering the buck and boost converter. The power flow simulation in a DC distribution system shows that the power available for each condition meets the class requirements. In each operating condition, each generator's load factor is 85%, where the generator capacity of 5700 kW or 7125 kVA will distribute the real power of 4845 kW and the reactive power of 3634 kVAR. In this DC distribution system, there has been a loss of power on the bus.In the ship's main propulsion panel, the most considerable total power loss is in the manoeuvring conditions of 14.8 kW for real power and 3 kVar reactive power. Furthermore, in the system panel and deck machining, the enormous total power loss is in the sailing condition of 336.47 kW for real power and 66.66 kvar reactive power. Furthermore, in the HVAC and Electric panels, the same total power loss under sailing, manoeuvring and loading conditions is 7,158 kW for real power and 1,422 kvar reactive power. Implementing 6 (six) wind turbines using a doubly-fed induction generator ( DFIG) on the hybrid electric-powered trimaran passenger ship increased ship resistance, namely the air resistance coefficient, so that the main propulsion of the ship increased to 19910,827 kW or 26700.8 HP. By installing 6 (six) wind turbines installed on the ship's deck with an average power capacity of 360 kW with a voltage produced by 692 AC Volts and an ampere of 650 Ampere will charge 1 (one) battery panel takes 2831 seconds or 47.1 minutes. For charging 2 (two) battery panels, which consists of 2 battery panels arranged in parallel where each panel contains 19 batteries arranged in series. Two battery panels have a voltage of 684 Volt DC with a capacity of 900 AH. Charging two battery panels takes 5542 seconds or 1 hour 54 minutes.

Item Type: Thesis (Doctoral)
Uncontrolled Keywords: DFIG, Hybrid Power System, Power Distribution DC
Subjects: T Technology > TJ Mechanical engineering and machinery > TJ808 Renewable energy sources. Energy harvesting.
V Naval Science > VM Naval architecture. Shipbuilding. Marine engineering > VM773 Ship propulsion, Electric
Divisions: Faculty of Marine Technology (MARTECH) > Marine Engineering > (S3) PhD Theses
Depositing User: Indra Ranu Kusuma
Date Deposited: 12 Mar 2021 07:37
Last Modified: 12 Mar 2021 07:37
URI: https://repository.its.ac.id/id/eprint/84168

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