Design and estimation of Harmonic Filter

and Power Quality for Variable-Frequency

Drives
V.THIRUMURUGAN*, S. MANOHARANa Assistant Professor, Department of Electrical and Electronics Engineering, The
Kavery Engineering College, Tamilnadu. a Professor and Head, Department of Electronics and Instrumentation Engineering,
Karpagam College of Engineering , Tamilnadu, India
AbstractIn marine industry, heavy fuel costs supports the
use of variable-frequency drives (VFD) for power saving
applications. However, beginning of such nonlinear loads in
the vessels energy distribution network induces harmonics,
which can lead to prospective risks if those are not predicted
and controlled. In this paper a systematic power quality
evaluation and displaying method is proposed to calculate
variable frequency drives contribution to voltage distortion
at the point of common coupling (PCC) consider the source
short-circuit capacity and the obtainable vessels power
system harmonics. According to voltage harmonic distortion
limits set by aquatic classification societies, plan and sizing of
suitable harmonic shrinking filters is made, as well as ac,dc
chokes and frequency tuned passive filter options. The
efficiency of the proposed power quality analyzed process is
evaluated through a real practical pattern, which includes
harmonic filter process for VFD retrofit application to fans
and pump motors that functions continuously during sea
going process in a characteristic tanker vessel. Power quality
field measurements obtained through a harmonic monitoring
stage implemented on board verify that total voltage harmonic
distortion and separate voltage harmonics at point of common
coupling are maintained under 5% and 3%, correspondingly,
presented that design complies with significant marine
harmonic standard constant in the worst operating case.
Index TermsACAC power conversion, harmonic
distortion, industrial power system harmonics, industrial
power systems, ma- rine vehicle power systems, power quality,
variable-speed drives.

I. I NTRODUCTION

N new years, the strive for reduction of fuel

consumption and improvement of power management
has led to significant increase in variable-frequency drive
(VFD) use on panel ships and in offshore installations for
power condition in gland power saving purpose [1][6].
However the beginning of such nonlinear loads in the
vessels energy system induce harmonic currents that are
frequently drawn from sources of limited short circuit
capability, such as diesel generators, resultant in high levels
of voltage harmonic disturbance if left untreated [7][11]. It
is a identified issue that grouping of harmonic distortion
and commutation notch can cause hunting and instability in
voltage and frequency regulation control loops used by
D/G electronic governors let alone the making of resonance
in power systems where capacitors are installed for power
factor correction purpose [12], [13].
The importance of using frequency oriented harmonic
indexes to appraise circulation of distortion in the system
and approximate voltage distortion is verified in some
recent studies [14][16]. Power quality problems have

become main issues to be considered, leading to the

optional limits of harmonics in supply current ordinary by
IEC, 61000-3-2 [17]. Moreover, IEEE Standard 1159
provide the optional practice for defining, measure,
quantify and interpret electromagnetic distortions in the
power system [18]. In [19] and [20], such assessment was
performing in shipboard systems. To address concern
related with suitable electrical power system disturbance on
ships and offshore rigs and platforms, new standard were
adopt, and limits were defined to ensure tolerable quality
and consistency in marine industry [21][23].
To this end studies on power quality development
relating harmonic mitigation, decrease in variation of
voltage fluctuate, and unbalance were perform in [24] and
[25], while scheduling studies for harmonic filtering were
obtainable in [26]. The power of reactance to recompense
for input current harmonics generated by variable
frequency drives was considered in [27], whereas in [28]
and [29], passive harmonic filters were planned to improve
power quality in the shipboard system. The above
approach, however, do not define an efficient harmonic
analyze procedure in related to the vessels independent
power system in order to verify fulfillment with harmonic
values obligatory by marine classification societies when
variable frequency drive (VFD) are applied to motors on
board, while ensure vessels power system stability. In this
paper, a systematic power quality estimation and
monitoring method is proposed to define the size and
type of harmonic filters that should be used when
variable frequency drive is apply to motors on board
marine vessels in order to complied with specific marine
harmonic standards. Based on the exact information related
to the nonlinear load nature and short circuit capacity of
the source, the contribution to voltage distortion by the
variable frequency drives at the point of general coupling is
planned. According to existing harmonic distortion level in
the ships power system, appropriate selection and sizing of
filters is made. To showed the efficiency of the approach
a power quality monitoring platform is implement on board
a characteristic tanker vessel, where harmonic filter design
is made for variable frequency drives application to
engine room (E/R) freshening fan and cooling sea water
pump (C.S.W. P/P) motors for power saving purposes.
Experimental results are obtained from on board power
quality field dimensions perform before and after variable
frequency drives retrofit installation. It is established that

total voltage harmonic distortion (THDv %) at PCC

remainder below 5% and that separate voltage harmonic
magnitudes up to the 25th are maintain below 3% of basic
frequency magnitude in all ship operating condition,
complying with the American Bureau of Shipping (ABS)
Rules and Regulations [30].
II. HARMONIC ATTENUATION
M ETHODS FOR M ARINE V ESSELS
A. Common Sources of Harmonics for Marine
Vessels
Voltage harmonic distortion appear when a nonlinear
load draws distorted current from the power supply,
flowing through all of the impedances between load and
energy source, as presented in Fig. 1(a). The related
harmonic currents cause voltage drop for each harmonic
frequency diagonal system impedances, as shown in Fig.
1(b). The vector sum of all the separate voltage drops
results in total voltage harmonic distortion (THDv), the
level of which depends on system impedance and on the
nonlinear load being in service at any specific moment. In
particular the voltage drop at the load side Vn, load at any
given frequency can be determined
(1)
where In is current at nth harmonic, and Zc,n , Xt,n , and
Xd,n are cable, transformer, and source impedances,
correspondingly.
In evaluation to short based value power supplies,
effects of harmonic voltages and currents are considerably
more evident on D/Gs onboard vessels due to their
source impedance being classically three to four times that
of utility transformers. Consequently their major effect on
D/Gs consist of contained heating and torque pulsation
caused by pairs of positive and negative harmonic
components, thermal and copper losses, generation of eddy
currents, and governor hunting and automatic voltage
regulator (AVR) volatility when they occur in permutation
with ringing or line notching effects.

Fig. 1. Common harmonic injecting consumers in marine vessels. (a)

Switch- mode power supply topology for electronic equipment. (b) VFD
topology and harmonic filter options.

General nonlinear loads that inject harmonics in the

vessels electrical network are switch mode power supplies
and variable frequency drives, the common topologies of
which are presented in Fig. 1. As shown in Fig. 1(a), single
phase full wave diode rectifiers are used mainly in power
supplies of marine console, inject harmonic currents based
on two rectify current pulses per cycle (p = 2), whose
order is defined as
nSM = kp 1 = k 2 1 nSM = 3, 5, 7, 9, 11, 13,
15 . . . .
(2)
On the other hand, typical harmonic current orders of
variable frequency drives six pulse diode bridges (p = 6),
which are obtainable in Fig. 2(b), are expressed as
nVFD = kp1 = k 61 nVFD = 5, 7, 11, 13, 17,
19 . . . .
(3)
The magnitude of each harmonic part is considered by
the nature of the load, where its effect on voltage distortion
present at PCC depends on the source reactance.
Considered that frequency control is often applied to
large motors, entire current harmonic distortion of supply
current (THDi ) can reach 84% if no harmonic mitigation
method is used [8][10]. These to maintain voltage harmonic
distortion within allowable limits, attenuation measured have
to be applied. more than a few VFD harmonic filtering
options shown in Fig. 1(b) are obtainable depending on the
application and preferred level of attenuation, together
with ac line and dc link reactors and ac side passive
filters, which are connected in parallel to nonlinear loads,
are tuned to lower system impedance at the harmonic
frequency preferred to be mitigated.

B. Evaluation of VFD Harmonic Mitigation Options for

Ships
For the VFD topology exposed in Fig. 2(b), which is
usually used in retrofit installation to motors onboard
marine vessels, three types of harmonic attenuation measures
will be investigate in terms of efficiency and related cost to
the drive itself: ac and dc reactances and frequency tuned
passive filters. While variable frequency drives options with
a higher number of pulses, or dynamic front ends, exist.
Which can push harmonics to much higher classify, their
applications on board vessel are very limited due to lack of
available cost efficient market solution with marine type
approvals from categorization societies.
1) Option 1AC-Line Reactance: AC-line reactors
(Lac ) can be applied primarily as filter to slow down the
increasing rate of current (di/dt) by restraining the rate of
voltage increase when circuit supply situation create a
voltage step changed due to induce voltage across its
terminal. With orientation to the current flowing in the ac
supply, ii,a , and to the line to line supply voltage, vLL , the
essential filter inductance L can be calculated according to
Harmonic magnitudes Iia,n % for n = 5, 7, . . . , 19, as
percentages of fundamental frequency magnitude, with
vL,ch % for ac line reactance application is
presented in Fig. 3.

the preferred voltage drop across the reactor vL,ch at basic

frequency f , as expressed in the following:

Where parameter vL,ch %, frequently referenced by

drive and reactor manufacturer, is defined as the percentage
ratio of preferred voltage drop transversely the reactor to
the drive input phase voltage at essential frequency, as
expressed in the following:

Based on (4), the necessary filter inductance L can be

designed for any value of desired voltage drop vL,ch %.
The effects of varying ac line inductance value to current
harmonic components injected back to the grid are
investigate for the VFD topology accessible in Fig. 2(b).
The variation of input current
Fig. 2. Variation of VFD input current harmonic magnitudes
Iia,n% for n = 5, 7, . . . , 19 with percentage voltage drop
across ac-line reactance, vL,ch%.

The results are obtainable for variable

frequency application to a 75-kW 450-V 60-Hz
induction motor for a typical 13.4% D/G source
sub transient reactance X__ d, resultant in Ld =
80 H. As shown in Fig. 3, harmonic current level
is higher when vL,ch% related with the ac line
reactor is less than 1% and reduced with
increasing ac reactance value, with 5% being its
maximum optional design value due to
objectionable high voltage drop across the
reactance.

Fig. 3. Variation of VFD input current harmonic magnitudes

Iia,n%, for
n = 5, 7, . . . , 19 with equivalent percentage voltage drop
across dc choke,
vL,ch%.
2) Option 2DC Reactance (Choke): To reduced
voltage drops associated with ac line reactors,
chokes is installed in the dc link of variable
frequency drives (Ldc), with their values
determined for a desired equal voltage drop
vL,ch% as in (4). However these drives usually
need discrete surge repression to protect the
input bridge rectifier devices and limit surges
that could affected the dc bus voltage levels. To

this end the such current of the dc choke, Idc, av,

must be the equal as the output current of the
diode rectifier, as shown in the following:

where cos is the power factor of the energy

source, and Idc,av is the standard value of dc bus
current, given by

where PM is motor energy, and M and inv are

motor and inverter efficiencies, correspondingly,
The difference of input current harmonic
magnitudes Iia,n% for n = 5, 7, . . . , 19, as
percentage of the fundamental frequency
magnitude, with vL,ch% for dc choke
application in the variable frequency drives dc
link is presented in Fig. 4. It is illustrious that the
percentage of harmonic currents below rated
load will be higher

harmonic improvement is to use passive filters in the ac side,

which are joined in parallel with the nonlinear load and
tuned to lower system impedance at a preferred resonant
frequency. These filters consists of both reactors Lf and
capacitors Cf , as shown in Fig. 1(b). However the
inductance of the source Ld has to be measured due to the
manufacture of parallel resonance at lower frequency than in
the case of series resonance, probably leading to power
system positive feedback and thus to potential miscarry of
power semiconductor switching devices. Based on Fig. 1(b),
the total easy system impedance Zn, at a given harmonic
order n, is given by

Where f1 is the basic frequency, and n is the frequency at

harmonic order n in radians /second. The complete
impedance can be calculated in ohms over a range of
frequencies via

The components of the passive filter can be

preferred in order to be tuned in an explicit
harmonic order n through

Fig. 4. Variation of the fifth-order current harmonic

magnitude, Iia,n%, when a combination of ac-line and dcbus reactances are used. Than predictable because dc
reactors are typically considered to partially inundate at
rated load. On larger drives, both ac line and dc-bus reactors
may be used to more attenuate harmonics when supply is
inclined to disturbances. Simulation results those are
obtainable in Fig. 4 show the magnitude variation of the fifth
order current harmonic magnitude when a grouping of ac
line reactances and dc choke is used.
3) Option 3Frequency-Tuned Passive Filters in AC Side:
One more option for variable frequency drives input current

Fig. 5. Absolute impedance characteristics for tuned

seventh-harmonic passive filter connected in parallel with
nonlinear load (Tuned passive filter with Lf,7 = 2.44 mH,
Cf,757 F, Qc = 12.5 kVAr).

TABLE I
PERFORMANCE COMPARISON OF VFD
HARMONIC ATTENUATION METHODS

Fig. 6. Power system absolute impedance variation for

multilimbed passive filter tuned at 5th, 7th, 11th, and 13th
harmonic components.
Thus the defined filters resonate at a frequency
as in the following:

=
For example the reduction of the seventh harmonic
require the filter to resonate at 420 Hz, and according to
(10), if a capacitor is preferred at 57 F with reactive
capacity of Qc = 12.5 kVAr at 440 V and 60 Hz, the equal
reactance should then be Lf = 2.44 mH, consider that Ld =
80 H as before. For this case, Fig. 6 presents unconditional
impedance deviation for a seventh harmonic tune filter over
a range of frequencies. In Fig. 6, it is shown that the range of
a harmonic regulation filter at seventh harmonic create
parallel resonance at fifth harmonic and increases the value
of system impedance at 300 Hz, resultant in additional
voltage distortion caused by variable frequency drives
relevant harmonic currents. That parallel resonance can be
shift in a lower frequency, either by connecting resistances
in parallel or by adding another fifth harmonic tuned passive
filter. To this end, Fig. 7 show the system impedance
deviation if a multilimbed harmonic filter tuned in 5th, 7th,
11th, and 13th harmonics is used instead. The final practice
can be used on industrial application and may present a
THDi% of 14%18%.
However if such filters are install in marine vessels,
where D/Gs function in an independent power system, it can
lead to possible issues since D/Gs cannot endure more than
around 20% leading kVAr overcome from passive filter to
the source due to prospective armature winding reaction,
resultant in over excitation and AVR volatility. Moreover,
their design

can be more difficult due to frequency variation present in

the vessels energy network. Consequently such filter
options in vessels are optional only if in depth harmonic
study and back up measurements are perform. Based on top
of results and practices, the possessions of variable
frequency drives harmonic reduction methods optional for
the marine industry are summarize and obtainable in Table I.
The current harmonic percentage In% provided for
each filter solution will be used as parameters in the power
quality measurement method described in the subsequent
section, foremost to proper filter collection and sizing when
VFDs are applied in marine vessels in order to observe with
marine harmonic standards. The comparative costs of each
harmonic filter solution in relation to VFD unit cost itself
Cref,VFD are presented in Table II.

sub transient reactance should be designed as

in the following:
III. PROPOSED POWER QUALITY
ASSESSMENT METHODOLOGY
Through the design stage of VFD application to electric
motors on panel marine vessels, a harmonic study must be
perform to evaluate the levels of voltage distortion and to
make certain that it comply with the necessities of marine
classification society. In exacting, according to Part 4, Ch.8,
Sec. 2, par. 7.21 of ABS Rules, THDv% must not exceed 5%
at PCC and the magnitude of any separate harmonic part up
to 25th must not exceed 3% of basic voltage magnitude [30].
The proposed harmonic analysis process and displaying
methodology are obtainable in this section with suggestion
to a typical ship electrical allocation topology, as shown in
Fig. 7, for the case where VFDs are functional to E/R
aeration fans and C.S.W. pump motors for energy saving
purposes. It is shown that three equal D/Gs with the same
kVA rating Si, load current IL,i, and subtransient reactance
X__ d,i are connected to

The power network short circuits capability at PCC Ssc is

then determined for the combined system as follows:
(13)
The short circuit current at PCC Isc can
then be calculated as follows:

The correspondent D/G reactance is calculated

in ohms, based on equivalent short circuit
capacity at PCC, as shown in the following:

The total input current of harmonic injects loads is

calculated for the motors where VFDs are applied to, as
exposed in the following:

The entire input load harmonic current values

for all harmonic orders up to 25th can be
determined with reference to the harmonic
percentages presented in Table I, In%,
according to the filter method used for each
drive, as shown in the following:

Fig. 7. Power distribution system for a typical ship

Application of proposed harmonic assessment and
monitoring methodology for VFD retrofit installation.
a common 450-V bus bar, where the variable
frequency drives applied motors are also
connected, decisive PCC. The kVA rating of one
D/G is chosen as system base reference (Sbase =
Si). Since two D/Gs with sub transient reactance
X__ d,i usually operate in parallel, the equivalent

The corresponding voltage harmonic

magnitudes generated by the VFDs up to 25th
are calculated through

Magnitudes of obtainable power system voltage

harmonics VLLn, sys are obtained before variable
frequency drives application by power quality

dimensions; therefore, the total generate

voltage harmonics are

The equivalent percentages of harmonics

with suggestion to line to line voltage are tested
for obedience to particular marine classification
society limits, as in the following:

(20)
The total voltage harmonic distortion (THDv%)
can then be determined at PCC and check
against related necessities as follows:

Since calculation are made for worst case

development, where VFD operational motors run at 100% of
normal speed (60 Hz), the value of request harmonic index
should be below limits all through the whole vessels
prepared profile. If system does not comply with the
necessary limits, a different harmonic mitigation method
from the ones described in Table I should be consider, and
calculations have to be frequent. To make sure that power
quality at PCC is forever within specified limits, a harmonic
monitor platform with real time data gaining features is
implemented on board, as shown in Fig. 8. It consists of
analyze module that acquire real time voltage and current
measurements after the molded case circuit breakers
(MCCB), involving the respective VFD to main
switchboard. The modules converse with a wireless access
point using Ethernet over TCP/IP. The data attainment
computer acts a time server, synchronize in real time with
the module. This allows logged data from multiple units to
be displayed on the same time scale, enable root cause
analysis by dispensation conditions leading up to, during and
behind actions.

Fig. 8. Onboard power-quality measurements before VFD

application. (a) Line-to-Line voltage waveform at PCC. (b)
Harmonic spectrum showing individual harmonic
magnitudes and THDv% of measured voltage waveform at
PCC.
IV. CASE STUDYVFD INSTALLATION IN A TANKER
VESSEL
The proposed methodology is functional through the design
stage of VFD retrofit installation to all four 18.5-kW 33.6-A
450-V
60-Hz E/R drying fans and to one 75-kW 129.1-A 450-V 60Hz C.S.W. P/P on plank an Aframax size tanker vessel with
orientation to the topology presented in Fig. 8. The
efficiency factor for fan and pump motors are 0.9 and 0.95,
correspondingly. DC reactances of 3% are used for VFDs,
which is used to E/R fans, and a 3% ac to dc reactance
grouping is selected for VFD purpose to C.S.W. pump.
According to (4) and (5), the 3% reactance used in the dc
link of E/R fan drive is defined at 600 H, whereas the 3%
ac & dc reactances used in the C.S.W. pump drive are 150
H each. These motors are continually used during vessels
process and were before started D.O.L; therefore, a
harmonic study is necessary during the design stage to
confirm conformity with specific limits at any moment. The
power quality dimensions performed at PCC before VFD
purpose on board are obtainable in Fig. 9. From the provide
harmonic spectrum of voltage waveform, it is shown that
accessible power system voltage harmonics include fifth and
seventh harmonic components with magnitudes VLL5, sys
= 3 V and VLL7, sys = 2 V, correspondingly, whereas
THDv% before VFD applications was 0.7%, mainly due to
marine relieve power supplies, which used one phase or
three phase diode rectifiers. Table III shows data and
designed parameters s to the vessels power system with
reference to (12)(16) and Fig. 8. The total magnitudes of
input current harmonics generate by VFD operation at
ostensible speed (60 Hz) is planned for harmonic orders up

to 25th and is obtainable in Table IV. The matching

harmonic voltages formed due to voltage drop on the power
system impedances is also presented in Table IV with
reference to (17) and (18) and to the preferred harmonic
filtering options as describe in Table I. The total magnitudes
of the voltage harmonics up to the 25th order nearby at PCC
together with existing power system voltage harmonics as
used in Fig. 9, are obtainable in Table V with suggestion to
(19). The percentages of separate voltage harmonics with
respect to the basic frequency are then designed and are
shown to be below the necessary limits of 3%. The total
harmonic distortion (THDv%) is also below the necessary
limit of 5%, verifying proper selection of harmonic

filter for the application. Power quality

field measurements are obtain from the vessel
below study after the VFD topology retrofit
putting in place and are accessible in the
following sector to validate the proposed power
quality evaluation and filter design process.
V. EXPERIMENTAL VALIDATION OF PROPOSED
METHODOLOGY
Following the output from the proposed power quality
consideration procedure, the considered harmonic filters are
integrated in the VFD topology install as a retrofit to one 75kW C.S.W. P/P and to four 18.5 kW E/R fan motors in the
tanker vessel under studied, as shown in Fig. 10(a) and in
Fig. 10(b), correspondingly. Since marine type toughened
power cables with copper or steel wire plait are used from
the inverters to the motors, even as distance is kept below 80
meters, there is no require to

system. Data analyzed is made using PQSCADA

configuration software. In evaluation to other
measuring configurations, this topology is clever
to record and stored voltage waveforms at 1024
sample per cycle and current waveforms at 256
samples per rotation for more than a year
lacking gaps in the data, creation it ideal for the
marine surroundings. While the data acquisition
system is used for time organization of the
analyze modules, it is likely to display and
analyze outputs from special modules at the
similar time scale. These provide the chance to
consider the origin of actions that occur from
diverse sources. The parameter measurements
and assessment are perform according to
related IEC 61000-2-4 and IEC 61000-4-30
standard for industrial networks [31], [32].

install
ordinary
mode
chokes
for
preclusion of inverter induce bearing currents
[33], [34]. The intended harmonics monitoring
platform is implementing on board to efficiently
monitor power quality of voltage, input current
waveforms throughout vessels sea going time.
Power quality measurements are performing at
PCC in order to authenticate installation
acquiescence to precise marine harmonic
standard and verify the efficiency of the design.
As shown in Fig. 10(c), real time voltage, and
current measurements are perform by ELSPEC
G4430 power quality analyze modules used to
monitor line to line voltage and input supply
current waveforms. From current waveform
recording, current transformers are installing
after the particular MCCB at the starter panel of
every motor, as shown in Fig. 10(d).
Communication with a router temporary as a
wireless entrance point is performing using
Ethernet over TCP/IP. Universal FTP protocol is
applied for data acquisition in a transportable

Fig. 9. Power quality analysis of input supply current for

VFD pumps and fan motors operating at 40 Hz. (a) PCC
Voltage and input supply current waveform for C.S.W. P/P
motor. (b) Harmonic spectrum and distortion of C.S.W. P/P
motor input supply current. (c) Input supply current
waveform for E/R fan motor. (d) Harmonic spectrum and
distortion of E/R fan motor input supply current.

Fig. 10. Onboard field measurements and analysis for

variable-frequency-driven C.S.W. P/P motor during typical

sea-going operation. (a) C.S.W. P/P motor active power

consumption waveform. (b) C.S.W. P/P motor VFD input
current RMS waveform. (c) Variation of individual input
current harmonic magnitudes (5th, 7th, and 11th order) as
percentages of fundamental frequency magnitude. (d) Total
harmonic distortion of input current waveform.
The voltage waveform at PCC and the equivalent input
supply current waveform for a characteristic C.S.W. P/P
motor process at 40 Hz are obtainable in Fig. 11(a). To
decide the power quality of the current waveform, its
harmonic range is obtainable in Fig. 8(b). It is shown that
fifth and seventh order harmonics are widespread with
magnitudes of 21% and 8% of basic current magnitude,
correspondingly, whereas THDi% is 23.2%, validate the
harmonic filter presentation for this particular application
since a combined 3% dc and 3% ac choke selection was
made. The given supply current waveform for characteristic
E/R fan motor process at 40 Hz is obtainable in Fig. 8(c),
whereas its equivalent harmonic range is obtainable in Fig.
8(d). It is shown that established fifth and seventh order
harmonic magnitudes are 36% and

Fig. 11. Onboard field measurements and analysis of voltage

waveform at PCC after the VFD retrofit installation, using
the implemented monitoring platform. C.S.W. P/P motor
active power consumption waveform. (b) E/R ventilation fan
motor active power consumption waveform (same for fans
14). (c) Variation of individual voltage harmonic
magnitudes (5th, 7th, and 11th order) as percentages of
fundamental frequency magnitude. (d) Total voltage
harmonic distortion THDv%.
15%
of
basic
current
magnitude,
correspondingly, whereas THDi%is 43.3%.
Raised THDi%is necessary since simply a 3% dc
choke was chosen for this appliance. Higher
total current harmonic distortion is predictable
at partial load due to dc choke being planned to
partially oversupply at rated load. To practically
validate that harmonic distortion levels in the

voltage waveform at PCC differ within suitable

limits during VFD process as well as access
system presented during transients, power
quality field measurements are perform during
typical vessel sea going process, using the
harmonic monitoring stage installed on board.
Involved field logging measurements for
variable frequency-driven C.S.W. P/P motor
process are presented in Fig. 10. It is shown that
the load of C.S.W. pump motor varies from
supposed 75 down to 24 kW, depending on the
speed reference provide by VFD control system.
Throughout this period, the magnitudes of the
fifth order given supply current harmonic vary
from 22% to 30%, while magnitude of seventh
order input current harmonic vary from 8% to
5%, with reverence to the basic frequency. The
11th-organize harmonics is originate to be very
low, close to 2%. As a result, entire current
harmonic distortions, THDi%, vary from 23% to
30%, as predictable according to preceding case
study results. An immediate raised in THD i% is
also noted throughout impulsive load transients.
Similarly,
onboard
field
Classification
measurements
and
scrutiny
of
voltage
waveform at PCC following the VFD retrofit
installation are obtainable in Fig. 11. throughout
process, all VFD prepared motors frequently
operate at 4050 Hz; consequently, in Fig. 11, it
is shown that the load of sea water cooling
pump vary from 50 to 24 kW, whereas the load
of E/R fans vary from 7 to 2.5 kW. During
classification period, it is shown that fifth
voltage harmonic at PCC has a standard
percentage assessment of 1.5% of ostensible
voltage at basic frequency or 6.7 V in complete
values. Considerably lower values are recorded
for 7th and 11th order voltage harmonics. If these
morals are compare with those in

Fig. 13. Voltage power-quality analysis at PCC for VFD

operation at 60 Hz (five VFD equipped motors in service).

(a) Line-to-Line voltage waveform. (b) Harmonic spectrum

and THDv% of voltage waveform.
Fig. 7 previous to VFD application, it is shown that the
magnitude of fifth voltage harmonic is improved by 1%, but
in some case, it is well under the limit of 3% compulsory by
categorization societies. Concerning THDv%, it is shown
that its standard value is maintain at 1.8% at current ship
working profile, which results in a 1.1% amplify if compare
to THDv% recorded previous to VFD application. The
prickle notice in the diagram is cause by ballast pump (180
kW) autotransformer initial sequence. However, during
vessels functioning period, it is exposed that THDv% is also
definite well below 5% as necessary by ABS marine
categorization society [30]. When the vessel sails in area
with hot climate and high S.W warmth or when vessel speed
is improved, higher burning air and cooling water flow are
essential by M/E and assisting apparatus to compensate for
improved heat rakishness supplies, resulting in process of all
VFD prepared E/R Fan and C.S.W. P/P motors close to
greatest 60 Hz. The particular THDv% and separately
harmonic magnitude limits must be met also in this worst
working case. As shown in Fig. 13, THDv% is equivalent to
3.4%, and magnitudes of 5th and 7th harmonics are equal to
2.5% and 1.3%, correspondingly, with reference to
basic frequency, verify the efficiency of
proposed design also at this case.
VI. CONCLUSION
In this paper a power quality appraisal and monitoring
method has been applied to dimension the harmonic filters
for VFD application to electric motors in marine vessels that
organize to observe with marine harmonic standard. An
extreme methodical approach was proposed; consider the
significance of power system impedances to get out of
resonance and D/G governor and AVR unsteadiness. The
obtainable methodology is extremely parameterized to be
modified for any marine power system in front of structural
change due to VFD application. For the vessel below
exploration, the proposed power quality study technique was
used to define the filter design requirement for VFD
application to E/R fan and C.S.W. pump motors which are
continually used throughout sea going and cargo conduct
periods. A power quality monitoring stage was implementing
on board to record and evaluate current and voltage
distortion at PCC. Power quality measurements are obtained
before and after the completion of the intended VFD
topology in the vessel under exploration. Experimental
results show that the magnitudes of separate voltage
harmonics up to 25th are lower 3% of the magnitude of the
basic frequency, whereas THDv% is well under 5% even in
the case where drives function all subject motors at 60 Hz,
validate the efficiency of the proposed analysis and design.

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