ÓCopyright 2004 ABB AS. All rights reserved.

Ulstein verft
Yard No. 272

Ulstein verft AS
Endcustomer: Island Offshore

Function Description
Main Propulsion Drives

External doc. no.

Based on Project Ulstein verft

Prep. / Arnstein Furnes 10.06.2005 Customer Yard No. 272
Appr. / Draft Proj. no. P012969
Ref.
Doc. kind Function Description Doc. des.
des.
Title Main Propulsion Drives
Resp. dept
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FILE: 854004706.doc; TEMPLATE: C; SKELETON: ; SAVEDATE: 6/10/2005 11:28:00 AM
 1. General...............................................................................................................3
2. Overview.............................................................................................................4
2.1 Concept.................................................................................................4
2.2 Definitions and abbreviations:................................................................4
3. Process...............................................................................................................5
3.1 Description.............................................................................................5
3.2 Major process data................................................................................5
4. General structure of the system......................................................................6
4.1 Hardware solution..................................................................................6
4.2 Software solution...................................................................................6
5. System functions...............................................................................................7
5.1 General..................................................................................................7
5.2 Pre-charge Close / Open Main Supply Breaker.....................................7
5.2.1 Pre-charge and close main supply breaker sequence
(start=ON)................................................................................7
5.2.2 Open main supply breaker sequence (Stop=OFF)..................8
5.3 Start / Stop of the frequency converter..................................................8
5.3.1 Start Sequence........................................................................8
5.3.2 Stop sequence.........................................................................9
5.4 Emergency stop sequence..................................................................10
5.5 Local operation....................................................................................10
5.6 Main Propulsion thruster control..........................................................10
5.6.1 Main propulsion speed control...............................................11
5.7 Power limitation function......................................................................11
5.7 Power cut off function..........................................................................12
5.8 Main Propulsion thruster motor protective functions...........................12
5.9 Standstill heating.................................................................................12
6. System interface..............................................................................................13
6.1 Man-machine interfaces......................................................................13
6.2 Process interface.................................................................................13
6.3 Intersystem interfaces..........................................................................13

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1. General
The purpose/objective of this document is to describe the functions and facilities of the
variable speed drive STADT 6-AC-3-2, supplying the Main Propulsion thrusters.
The document contains:
 Process description
 System functions
 System interface
 Information about auxiliary equipment
Technical data is described in the technical specification.

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2. Overview

2.1 Concept
Four diesel-generator sets generate electrical power. Power to the propulsion drives and
other consumers are distributed via the main switchboard. Main components of each drive
system are supply transformer, frequency converter and electric motor. Frequency
converters for Main Propulsion thruster is of 12-puls type water-cooled. The task of the
Main Propulsion thrusters unit is to provide controlled propeller thrust for ship movements.
Propeller thrust and thrust direction is controlled by regulation of propeller speed and
direction.

2.2 Definitions and abbreviations:

AI Analogue Input (to STADT 6-AC-3-2)

AO Analogue Output (from STADT 6-AC-3-2)
DI Digital Input (to STADT 6-AC-3-2)
DO Digital Output (from STADT 6-AC-3-2)
DnV Det norske Veritas
IAS Integrated Alarm and Automation System
PMS Power management system
I/O Input/Output
NC Normally closed
NO Normally open
RPM Revolutions Per Minute
UPS Uninterruptible Power Supply
VSD Variable Speed Drive
ECR Engine Control Room
WCU Water Cooling Unit
MSB Main Switch Board

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3. Process

3.1 Description
The purpose of the VSD is to control the Main Propulsion thruster speed. The converters
receive a speed set point from the propulsion control system (Rolls-Royce). Controlling
output voltage and frequency then regulates electrical motor speed.

3.2 Major process data

The design of the VSD is based on following data:

Electric motor:
 Motor nominal power
 Motor nominal voltage
 Motor nominal current
 Motor nominal speed
 Motor power factor
 Motor efficiency
 Motor maximal current
 Winding temperature alarm and allowed delay

Propeller system:
 Maximum propeller torque
 Maximum propeller power
 Maximum propeller speed
 Maximum propeller acceleration/ deceleration time

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4. General structure of the system

4.1 Hardware solution

The VSD is a water-cooled 12-puls frequency converter with following units:
 Pre-charge unit. The unit is built in MSB. Charging of transformer and capacitors of
the supply and inverter units to limit the charging current at power up. The
charging of the transformer will also be done when Tunnel drive engages.
 Rectifier unit. Passive 12-puls diode rectifying with capacitors to smoothen the DC
voltage.
 Inverter unit. Active inverter unit, with IGBT transistors. The IGBT bridge produces
a symmetrical three-phase pulse width modulated AC voltage to the motor. Power
drawn from the supply is almost entirely active power.
The cooling water system contains:
 Heat exchanger.
 Cooling pump.
 Expansion tank
 Manifold
 Sensors

4.2 Software solution

The control of the drive is based on microprocessor software. The NAMC controls the
motor according to measured signals, parameter value settings and commands from the
AC80 PLC and the CDP 312 control panel. The NAMC gives commands to the motor
drive controller, which calculates the IGBT switching positions. Gate drivers amplify these
signals for driving the IGBT inverter bridge.
The motor control of the frequency converter is based on direct control of motor torque
(DTC) by means of the stator flux. The inverter power semiconductors (switches) are
regulated to achieve the required stator flux and torque of the motor. The power module
“switching reference” is changed only if the values of the actual torque and the stator flux
differ from their reference values more than the allowed hysteresis. The reference value of
the torque controller comes either from the speed controller or directly from an external
source.
The motor control requires the measurements of the intermediate circuit voltage and two-
phase currents of the motor. The stator flux is calculated by integrating the motor voltage
in vector space. The torque of the motor is calculated as a cross product of the stator flux
and rotor current. By utilizing the identified motor model, the stator flux estimate is
improved. The measurement of the shaft speed is not needed for the motor control. Good
dynamic control performance is achieved provided that the identification run is done
during the commissioning.
The main difference between traditional control and DTC is that the torque control is made
at the same time level as the control of power switches (25 s). There is no separate
voltage and frequency controlled PWM modulator. All selections of the switches are based
on the electromagnetic state of the motor.

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5. System functions

5.1 General
This section describes the basic functions in the STADT 6-AC-3-2 variable speed drives.
The VSDs are controlled from the propulsion control system (RR). In emergency mode
they can be controlled locally from the local control panels.

5.2 Pre-charge Close / Open Main Supply Breaker.

The same transformer is used both for Main Propulsion and the Tunnel thruster drive. A
signal from either Tunnel or the Main Drive will cause charging of their transformer. If the
transformer already is charged a new charging sequence will not be activated. As long as
one of the Drives is requesting power, the main breaker will remain closed. To separate
the control voltage for the two system, a relay for the Tunnel is used in the charging
command, please see document; 3AJM000365-042-2400/2401. (Charging control wiring).
See also principal drawings; 3AJM000365-042-0301/0302.

5.2.1 Pre-charge and close main supply breaker sequence (start=ON)

The main switchboard supply breaker is controlled from the VSD.
In normal operation mode, the pre-charge and close main breaker signal comes from the
propulsion control system (RR). The VSD is ready to run when the converter is charged
and no interlock or fault is active. Charging of the Main Drive will also charge the
respective Tunnel thruster Drive and reverse.
A pre-charge and close main supply breaker signal will prepare the converter for run after
following sequence:
1. Start (ON) from RR will activate a charge command from VSD to MSB.
2. The MSB will connect the charging circuit to the mains.
3. The Drive recognise the Voltage to be within acceptable values. The pre-charge
unit will pre-charge the 12-pulse transformer and the DC-capacitors in the
converter.
4. The Drive gives Connect transformer command to MSB.
5. MSB closes MCB and Drive is on mains.
6. Internal cooling water pump starts.
7. The VSD performs internal self-check.
8. Handle out of zero from thrusters control system to the VSD will cause the drive to
go into run condition.

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5.2.2 Open main supply breaker sequence (Stop=OFF)
In normal operation mode, the open main breaker command signal is achieved when both
Main Drive and Thruster Drive is not requiring power. This is when stop signal is given.
An open main supply breaker command signal will open the breaker after following
sequence:
1. Checks that the converter has stopped.
2. The VSD Gives signal to the MSB “clear to open”.
3. If the thruster Drive also is in Stop (“clear to open”) the breaker will open.

5.3 Start / Stop of the frequency converter

5.3.1 Start Sequence

Start sequence includes monitoring and control of the VSD precharge-, rectifier-, inverter-
and cooler section. The main switchboard supply breaker is controlled from the VSD.
In normal operation mode, the start command signal comes from the thruster control
system. The VSD is ready to start when no interlock or fault is active.
A start command signal will start the converter after following sequence:
1. The VSD checks available power from the PMS, in order to prevent generator
overload and black out.
2. If the main circuit breaker is not closed, the STADT pre-charge unit will pre-charge
the 12-pulse transformer and the DC-capacitors in the converter. Then the circuit
breaker in main switchboard closes and connects the converter to main power.
3. Cooling water pump starts.
4. The VSD performs internal self-check.
5. The inverter starts to switch and regulates the motor according to external speed
setting.
6. Space heaters in motor and converter cabinet will be switched off.
7. By successful start, the drive unit generates a “Run” signal. Otherwise a “Fault”
signal will be generated.

The converter will not start due to:

 Not available power
 Start block or stop signal from the propeller system.
 Central cooling pump is not running.
 Internal cooling water failure.
 Aux. systems are not ready.
 Internal converter failure.
 Active emergency stop signal. In this case the main switchboard breaker cannot
be closed.

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5.3.2 Stop sequence
In normal operation mode, the stop command signal comes from the thruster control
system.
A stop command signal will stop the converter after following sequence:
1. Decelerate the motor to zero.
2. Cut motor power and leave the propeller freewheeling.
3. Send stop signal to the inverter and supply section.
4. After 90 seconds (typical) cooling water pump will stop.
5. After 10 minutes (typical) the main switchboard breaker will open if the tunnel
thruster connected to the same transformer is not requesting power. Space
heaters in motor and converter cabinet will be switched on.

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5.4 Emergency stop sequence
The emergency stop signals (3 pieces) are monitored for fault upon fault alarm is given.
When emergency stop signal is given, the supply to the IGBT controller is switched off.
This will cause:
1. Cut motor power and leave the propeller freewheeling.
2. Sent emergency stopped alarm to the IAS.
3. Space heaters in motor and converter cabinet will be switched on.
There is also an emergency stop switch locally on the drive control panel. This one is also
hardwired on the same way as the remote ones.
If the Main Drive is alone on the transformer, i.e. the Thruster Drive is not requested to be
ON, the Main breaker will open.

5.5 Local operation

In local operation the VSD can be operated locally from the drive control panel.
Emergency control switch must be switched to “Local”. Control signals from main
propulsion control system (bridge orders) will be disabled. In local control it is possible
with following controls:
 Start converter. Follows the same start sequence as in point 5.2.1 and 5.3.1.
 Stop converter. Follows the same stop sequence as in point 5.2.2 and 5.3.2.
 Speed control. Motor speed can be set digital by the increase/ decrease switch.
 All emergency stop buttons will act as normal.

5.6 Main Propulsion thruster control

The Main Propulsion thruster systems function is to produce thrust for ship movements.
The thrust amount is based on following motor variables:
 Motor speed.
 Motor torque.
 Motor power.
Propeller speed correlates well with ship velocity, and has therefore been selected as
controlled variable in the VSD system.

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5.5.1 Main propulsion speed control
Main propulsion speed control principle is shown below:
Speed Ramp Speed Controller DTC
Limiters
Speed ref. + Torque Ref.

-
Power Limit

Motor Torque
Min. Acceler. Time KPS
Torque Limit
Max. Deceler. Time TIS
Current Limit

Motor Speed

Motor Power

Power Limit Motor Model

Voltage
Calculate Calculate
Actual Actual Measurement
Power Limit Values Current
Measurement
Rated Power
Rated Current M
Rated Speed
Power reduction signal Rated Voltage
Power Factor

Max. Power
Figure 4-1 Speed Control Chain

5.5.1.1 Speed reference ramp and limit

The speed ramp values are parameterised according to power plant characteristics in
respect for safe transients for the power engines. Rapid speed changes cause big load
steps, which lead to increased engine emission as well as wear and tear. The acceleration
time from idling to full speed depends always on the power engines. Minimum and
maximum values for speed reference follows the propulsion motor and propeller nominal
value. Power plant defines the maximum available propulsion power (and motor speed)
during operation.

5.5.1.2 Speed control

A PI controller algorithm in the drive controller processes the speed reference and actual
speed feedback signal from the main propulsion motor. The output signal of this PI
controller is a torque reference signal to the motor model in the drive controllers DTC
software.

5.7 Power limitation function

In addition to the speed reference signal, there is an analogue available power signal from
the PMS. This signal limits the maximum motor power in accordance with available power.
The output power of the VSD shall not exceed the available power signal, in order to
maintain network stability. The signal is given from the load of the highest loaded
generator. No information is given about how many generators are active.

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5.7 Power cut off function
To avoid generator overload and blackout situations caused by generator tripping and/or
main switchboard failures, a fast respond to reduce the consumed power in the converter
is needed. This is realized by a power cut off function in the VSD. The VSD will reduce the
propeller load as a function of a frequency drop in the ships net, under the nominal values.
When the frequency again has stabilized, the power cut off signal resets automatically.
The motor will then follow the new speed reference and available power signal.

5.8 Main Propulsion thruster motor protective functions

The following protective functions for the main propulsion motor and propeller system are
controlled and taken care of by the VSD:
 Maximum and minimum speed limit.
 Maximum power limit.
 Maximum torque limit.
 Short circuit protection of motor and cable.
 Speed ramping.

5.9 Standstill heating

Converter cabinet, transformer and propulsion motor are equipped with standstill heating.
Heating in converter cabinet and motor will be switched on automatically when drive
system is not running. I.e. motor heating is switched on when a stop order are given.
Frequency converter cabinet heating is switched on when the MCB is disconnected.
Heating control switch, off / auto, is located on converter cabinet front door.

Space heaters in transformer are controlled from MSB.

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6. System interface

6.1 Man-machine interfaces

The VSD can be monitored, controlled and programmed locally from the control panels in
the converter cabinet door (interface module) or via PC-ink. PC-link will be used during
commissioning.
The VSD is equipped with the following control panels:
 Temperature control panel – motor. Monitoring and alarm limit adjustments for
the motor windings.
 Drive monitoring and control panel. Modify parameters, measure actual values
and control the drive. While the drive is running, it is possible to check parameters
and values. The drive must be stopped in order to change parameters.
 Drive control panel. Local control and emergency stop of the drive.
 Heating control panel. Control of standstill heating.
 Status indication panel. Shows the state for the alarms and trip functions.

6.2 Process interface

Following systems are interfaced to the VSD system:

Supply handeling
Automation Power Rolls- Main
Fault/Warning

Feed-Back &
System Management Royce Switch
Power Limit

System (RR) Board

Feed-Back
Set points
Start/stop

STADT 6-AC-3-2 Frequency Converter

The VSD is controlled from a Propulsion Control system.

External interface signals are hardwired directly to the frequency converter.
Output signals from the VSD are electric isolated on the drive side. Input signals must be
electric isolated on the supplier’s side.

6.3 Intersystem interfaces

The AC80 provides a fast communication link to other ABB drives and various automation
systems via Fieldbus link. Fieldbus adapter can be used to communicate with various
systems (e.g. Modbus).

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Related documentation

Ref no Document Title Document number Comment

1 Technical Specification 3AJM000365-041

STADT 6-AC-3-2
2 Hardware manual STADT X-AC-Y-Z 3BNP00242-001 Rev. A
3 Alarm and interface list 3AJM000365-043

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REVISION
Page (P) Date
Rev. ind. Description
Chapt. (C) Dept./Init.
2005-06-10
- New document.
/ ArF1

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