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<strong>MAN</strong> B&W 4.03<br />
In such a case, the problem <str<strong>on</strong>g>is</str<strong>on</strong>g> solved by installing<br />
a small, elastically supported bearing in fr<strong>on</strong>t of<br />
the stator housing, as shown in Fig. 4.03.05.<br />
As the DMG type <str<strong>on</strong>g>is</str<strong>on</strong>g> directly c<strong>on</strong>nected to the<br />
crankshaft, it has a very low rotati<strong>on</strong>al speed and,<br />
c<strong>on</strong>sequently, the electric output current has a<br />
low frequency – normally of the order of 15 Hz.<br />
Therefore, it <str<strong>on</strong>g>is</str<strong>on</strong>g> necessary to use a static frequency<br />
c<strong>on</strong>verter between the DMG and the main<br />
switchboard. The DMG/CFE <str<strong>on</strong>g>is</str<strong>on</strong>g>, as standard, laid<br />
out for operati<strong>on</strong> with full output between 100%<br />
and 70% and with reduced output between 70%<br />
and 50% of the engine speed at specified MCR.<br />
Static c<strong>on</strong>verter<br />
The static frequency c<strong>on</strong>verter system (see Fig.<br />
4.03.06) c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of a static part, i.e. thyr<str<strong>on</strong>g>is</str<strong>on</strong>g>tors and<br />
c<strong>on</strong>trol equipment, and a rotary electric machine.<br />
The DMG produces a three�phase alternating<br />
current with a low frequency, which varies in accordance<br />
with the main engine speed. <str<strong>on</strong>g>Th<str<strong>on</strong>g>is</str<strong>on</strong>g></str<strong>on</strong>g> alternating<br />
current <str<strong>on</strong>g>is</str<strong>on</strong>g> rectified and led to a thyr<str<strong>on</strong>g>is</str<strong>on</strong>g>tor inverter<br />
producing a three�phase alternating current<br />
with c<strong>on</strong>stant frequency.<br />
Since the frequency c<strong>on</strong>verter system uses a DC<br />
intermediate link, no reactive power can be supplied<br />
to the electric mains. To supply th<str<strong>on</strong>g>is</str<strong>on</strong>g> reactive<br />
power, a synchr<strong>on</strong>ous c<strong>on</strong>denser <str<strong>on</strong>g>is</str<strong>on</strong>g> used. The<br />
synchr<strong>on</strong>ous c<strong>on</strong>denser c<strong>on</strong>s<str<strong>on</strong>g>is</str<strong>on</strong>g>ts of an ordinary<br />
synchr<strong>on</strong>ous generator coupled to the electric<br />
mains.<br />
Extent of delivery for DMG/CFE units<br />
The delivery extent <str<strong>on</strong>g>is</str<strong>on</strong>g> a generator fully built�<strong>on</strong><br />
to the main engine including the synchr<strong>on</strong>ous<br />
c<strong>on</strong>denser unit and the static c<strong>on</strong>verter cubicles<br />
which are to be installed in the engine room.<br />
The DMG/CFE can, with a small modificati<strong>on</strong>,<br />
be operated both as a generator and as a motor<br />
(PTI).<br />
<strong>MAN</strong> B&W K98MC/MC-C/ME/ME-C, S90MC-C/ME-C,<br />
K90MC-C/ME/ME-C, S80MC/MC-C/ME-C, K80MC-C/ME-C,<br />
S70MC/MC�C/ME-C/ME-GI, L70MC�C/ME-C, S65ME-C/ME-GI,<br />
S60MC/MC-C/ME-C/ME-GI/ME-B, L60MC-C/ME-C,<br />
S50MC/MC-C/ME-C/ME-B<br />
<strong>MAN</strong> <strong>Diesel</strong><br />
Yard deliveries are:<br />
Page 6 of 6<br />
1. Installati<strong>on</strong>, i.e. seating in the ship for the synchr<strong>on</strong>ous<br />
c<strong>on</strong>denser unit and for the static<br />
c<strong>on</strong>verter cubicles<br />
2. Cooling water pipes to the generator if water<br />
cooling <str<strong>on</strong>g>is</str<strong>on</strong>g> applied<br />
3. Cabling.<br />
The necessary preparati<strong>on</strong>s to be made <strong>on</strong><br />
the engine are specified in Figs. 4.03.01a and<br />
4.03.01b.<br />
SMG/CFE Generators<br />
The PTO SMG/CFE (see Fig. 4.01.01 alternative 6)<br />
has the same working principle as the PTO DMG/<br />
CFE, but instead of being located <strong>on</strong> the fr<strong>on</strong>t end<br />
of the engine, the alternator <str<strong>on</strong>g>is</str<strong>on</strong>g> installed aft of the<br />
engine, with the rotor integrated <strong>on</strong> the intermediate<br />
shaft.<br />
In additi<strong>on</strong> to the yard deliveries menti<strong>on</strong>ed for the<br />
PTO DMG/CFE, the shipyard must also provide<br />
the foundati<strong>on</strong> for the stator housing in the case<br />
of the PTO SMG/CFE.<br />
The engine needs no preparati<strong>on</strong> for the installati<strong>on</strong><br />
of th<str<strong>on</strong>g>is</str<strong>on</strong>g> PTO system.<br />
198 43 15�6.2