#contactors on ship

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Ship electrical contractors and contactor modules

Ship electrical contractors and contactor modules

A simple overview of ship electrical contactor and all contractors accessories. The itemized overview of contactor accessories should help while sending routine ship technical inspections or ship spare orders and when ordering relays or contactors in an emergency. Check basic ship contactor accessory Basic unit Side-mounted (lateral) auxiliary contact module Pneumatic time module (On- and…

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USS Texas History series: Primary Power

The round device at low, left is a motor generator set in Interior Communications compartment. Above it are two very old starter boards. The left one controls that m-g set. The right one controls a set that is out of frame. That one is dated 1918 and provided power to the newly installed Ford range keeper that generated firing solutions for the 14" guns.

Information from Tom Scott, a Volunteer at the Battleship Texas Foundation:

"AC power was certainly around by 1910 and was rapidly gaining traction throughout the country as the primary way of providing electric power, meaning the basic knowledge and technology for its use was available. So, the decision to use 120 volts D.C. on the ship wasn't based upon lack of ability. I am not aware of any historic documentation that discusses the Navy's decision for D.C., but what we can talk about are some of its advantages that contributed to its use and what was done to overcome its disadvantages.

AC current offers a couple of major advantages over DC, it's more efficient and its voltage can be easily changed using transformers. Fundamental to the nature of electricity is the higher the circuit voltage that serves a load, the lower the amperage required to run it, and vice versa. This made the use of 120 volts problematic because it required very large amperage circuits to power big loads like the 150 hp steering motor and the large number of motors sized 10hp and higher. My feeling is that it was selected due to the inability use transformers on a D.C. circuit to change voltage and the predominance of 120 volt loads on the ship that included hundreds of light fixtures and portable plug-in devices. It was simply easier to increase capacity and wire sizes to accommodate the higher amperage loads created by lower voltage than to increase the voltage design of hundreds, if not thousands, of small devices to match a higher system voltage.

Another issue that certainly affected the decision was the ability to reverse motors and control their speed. That was difficult to do with AC motors and was generally accomplished in the early 20th century with multiple winding motors that were complicated and very expensive. That's where DC offers two very significant advantages that permitted the use of simple and compact motor designs. It is easy to reverse any D.C. motor by reversing polarity, done by reversing its two power wires. Speed can be controlled by increasing or decreasing resistance in its its power circuit. That is impossible to do with A.C. motors. Small motor speed can easily be changed using a rheostat, or variable resister that uses a wiper on a resistive winding. Large motor speed control was accomplished using several large resistors that were switched in and out of the circuit with contactors. You could have almost smooth, almost continuous speed control if you had enough of them. Electric steering and its huge 150hp electric motor is the largest example on board that took full advantage of that method. Other motors, like those used to train turrets and elevate guns only ran at one speed, but had to be very accurately adjusted to the correct settings using resistor banks.

Regardless of the predominance of D.C. devices on board, the need for AC current and different voltages was present in the ship's earliest years of service and it greatly increased over time. The solution was to use motor generator sets, called m-g sets, on board where a 120 vdc motor would run an ac alternator to provide ac current and the voltage needed by a single device. In the Interior Communications compartment, there are several small ones dating back to 1916-18. There are also two very large ones synchronized together to power a large number of "selsyn (self synchronizing)" circuits that among other things, were used to provide range and bearing information from fire control towers to main battery plot and firing solutions to the guns. Others were installed in the dynamo rooms that powered the 40mm gun mounts and also provided a different dc voltage to the ship's degaussing system. However, most m-g sets were scattered throughout the ship, close to the devices that needed them. That way, they were able to avoid long wiring runs to reach the loads or changes to the overall system. They could tap into the existing 120 volt ship's system to get their power. That wasn't an easy task since it required careful engineering and design to prevent overloads or imbalances, but it was do-able.

One of the larger issues was to provide the additional power as large, new ac powered devices were added that included more radio and radar equipment, and 1.1" then 40mm anti aircraft weapons. To accommodate that, system capacity was increased 33% by replacing the four original 300kw 120v.d.c. turbo generators with four 400kw Westinghouse units. They also picked up significant capacity by replacing the big electric ovens and ranges in the crew galley with oil fired units.

So, there were significant compromises and shortcomings that were inherent to the 120 volt D.C. system, but it answered a number of almost unsolvable problems in 1910-11 when the ship was designed.

The resistor bank and contactors that controlled speed and direction for the 150hp electric steering motor.

Here are the two largest motor-generator sets on the ship. They are located in Interior Communications and provided power to the gunnery systems that provided all of the range and bearing information from the fire control towers, and firing solutions to the gun turrets.

Hidden in very tight compartments beneath the turrets are the electrical platforms that contained all of the electrical panels and equipment that ran the turrets. The black boxes on the right side are resistor banks that controlled motor speed on the shell rammers.

Here is one of the original 1912 controllers used on the 120 volt d.c. air compressors used to supply air charges that fired the torpedoes. The compressors were repurposed in 1925, when the torpedo tubes were removed, to serve the gas ejector systems on the 14" and 5" guns, but the old controllers remained. They were crude and simple, but they did the job well and were easily serviced.

Posted on the Battleship Texas Foundation Group Facebook page: link

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Manufacturer Name: Schneider Electric (Square D)

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Standard Terminal Markings and Contact Designation on ship electrical system

Standard Terminal Markings and Contact Designation on ship electrical system

Contactor and relay terminal markings should conform to DIN EN 50005 standard. The markings make it possible to determine the terminals that are associated with the ship component, ie functions they are assigned to and standardize the markings for different manufacturers on ship electrical system. Terminal markings adjacent to main contacts have a single digit reference.Three-phase contactor…

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