Modelling and Real

Modelling and Real

-
-
Time Simulation of
Time Simulation of
an Advanced Marine Full
an Advanced Marine Full
-
-
Electrical
Electrical
Propulsion System
Propulsion System
The main benefits of IFEP are:
The main benefits of IFEP are:
Reduced life cycle costs
Improved survivability
Improved flexibility for upgrades
over life (~ 50 years)
Modelling Procedure
Modelling Procedure
Software selection:
Software selection:
393.0 416.0 334.0 Total
25.0 50.0 25.0 5.0
Previous
works
60.0 36.0 36.0 6.0 Algorithm
80.0 80.0 80.0 8.0 Practicality
48.0 80.0 48.0 8.0 Add-ons
100.0 70.0 65.0 10.0 References
80.0 100.0 80.0 10.0 Software
Modelica
weighted
SPS
weighted
Simplorer
weighted Weight
AIM development
AIM development
Algorithm selection:
Algorithm selection:
326.0 322.0 326.0
Total
21.0 30.0 30.0 3.0
Available Literature
21.0 27.0 24.0 3.0
Lower Complexity
24.0 40.0 32.0 4.0
Flexibility to Changes
40.0 45.0 50.0 5.0
Compatibility with SPS
25.0 40.0 50.0 5.0
Simulation Speed
95.0 40.0 40.0 10.0
Accuracy Currents
100.0 100.0 100.0 10.0
Accuracy of Torque & Speed
matrix_model
weighted
dq0_model
weighted
dq_model
weighted Weight
Response under unbalanced voltage:
Response under unbalanced voltage:
1. The percentage of voltage unbalance is calculated using the formula:
2. Then the result is entered in the diagram to find the current unbalance:
Applying volt. unbalance of 2%
Applying volt. unbalance of 2%
:
:
From the diagram (at full load):
2% of voltage unb. => 15 %of current unbalance
From the models:
dq_model => 5.4 %of current unbalance
dq0_model => 5.4 %of current unbalance
matrix_model => 14.4 %of current unbalance
15x15
15x15
Matrix
Matrix
algorithm:
algorithm:
Input:
Stator voltage: Vs [15x1]
Stator impedance: Xs [15x15]
Rotor impedance: Xr [15x15]
Mutual reactance: Xsr [15x15]
Shaft speed: N [1x1]
Load torque: T [1x1]
Output:
Stator currents: Is [15x1]
Rotor currents: Ir [15x1]
New shaft speed: N [1x1]
Electromagnetic torque: Te [1x1]
Torque calculation:
Torque calculation:
Te = [I]
T
[G] [I] where:
[I] = [i
s1
i
s2
i
s3
i
s15
i
r1
i
r2
i
r3
i
r15
]
T
; ;
G
rr
= [0]; G
ss
= [0]; G
rs
= [G
sr
]
T
and
(

=
rs rr
ss sr
G G
G G
G] [
(
(
(
(
(
(
(
(
(
(
(
(
(
(

\
|

|

\
|

|

\
|
+
|

\
|
+
|

\
|
+
|

\
|

|

\
|

|

\
|
+
|

\
|
+
|

\
|
+
|

\
|

|

\
|

|

\
|

|

\
|
+
|

\
|
+
|

\
|

|

\
|

|

\
|

|

\
|
+
|

\
|
+
=

sin
15
12
sin
15
14
sin
15
4
sin
15
2
sin
15
12
sin sin
15
2
sin
15
14
sin
15
14
sin
15
14
sin
15
2
sin sin
15
12
sin
15
14
sin
15
4
sin
15
14
sin
15
12
sin sin
15
2
sin
15
2
sin
15
14
sin
15
14
sin
15
2
sin sin
G
L L
M O M M M M M
L L
L L
M M M M O M M
L L
L L
m sr
x
15x15
15x15
dq
dq
algorithm:
algorithm:
Input:
Stator voltage: v
sd
and v
sq
Stator impedance: x
s
Rotor impedance: x
r
Mutual reactance: x
sr
Shaft speed: N
Load torque: T
Output:
New stator currents: i
sd
and i
sq
New rotor currents: i
rd
and i
rq
New shaft speed: N
Electromagnetic torque: Te
Torque calculation:
Torque calculation:
where:
P = pair of poles = constant

b
= rated speed = constant
x
m
= mutual reactance = constant
i
ds
and i
qs
= stator currents on the dq ref. frame
i
dr
and i
qr
= rotor currents referred to the stator
on the dq ref. frame
( )
ds qr qs dr m
b
em
i i i i x
P
T ' '
2 2
15
=

PWM Converter development

PWM Converter development
Three channels, each one with:
Three channels, each one with:
One six pulse Rectifier
One DC Link, comprising inductors
and capacitors
One Inverter, comprising five IGBTs
H bridges
Dynamic Braking Resistance
Control system development
Control system development
Existing methods:
Existing methods:
The existing methods can be classified
according to the principle in:
1) Scalar Control
2) Field-Oriented Control
3) Direct Torque and Flux Control
Environment at sea is extremely unpredictable
Operational profile of a warship comprises
abundant changes of speed
Personal on board is kept to a minimum and
therefore maintenance is restricted
Combat scenarios are chaotic and extremely
demanding for the ship systems
For these reasons, robustness and fault-
tolerance of the control system are absolute
priorities.
3
3
-
-
phase FOC faulted:
phase FOC faulted:
3
3
-
-
phase DTFC faulted:
phase DTFC faulted:
Selection of control method:
Selection of control method:
280.0 273.0
Total
15.0 30.0 3.0
Available Literature
30.0 18.0 3.0
Lower Complexity
35.0 50.0 5.0
Minimisation of stator current
40.0 25.0 5.0
Minimisation of voltage switching
80.0 80.0 10.0
Minimisation of torque ripples
90.0 70.0 10.0
Robustness and fault-tolerance
DTFC weighted FOC weighted Weight
System Model development
System Model development
Operational scenarios:
Operational scenarios:
Steady-state operation
Crash-stop manoeuvre
Faulted phase in propulsion motor
Large and small generator operating
in parallel
Crash
Crash
-
-
stop manoeuvre:
stop manoeuvre:
Faulted operation:
Faulted operation:
Calculation of increase in temperature rise:
Calculation of increase in temperature rise:
% 7 . 21 217 . 0
5 . 867
5 . 867 1056
= =

= =
current Avg
difference Max
unbalance current Maximum
% 3 . 22 223 . 0
1273
284
= = =
load Max
load Actual
10 . 1
100
2 . 2
* 2 1 * TRBS TRUS
2
=
(

+ =
Validation:
Validation:
The issue of validation is of
paramount importance
Whatever technique is adopted for
demonstration of model validity,
plant data are required for direct
comparison with model output
Conclusions
Conclusions

strong points:
strong points:
The strong points of the developed System
Model are:
It is user friendly
It is adaptable
It is controllable and stable
It is relatively fast in view of the
complexity involved
It can run in real-time applications
Conclusions
Conclusions

weak points:
weak points:
And the main weaknesses are:
It is not completely validated
It still has losses due to total
harmonic distortion
It still has noticeable torque ripple
Conclusions
Conclusions

probable issues:
probable issues:
The torque oscillation is always present
when operating the induction motor
The magnitudes of the torque and shaft
speed oscillations are apparently
proportional to the load torque
There are means to minimise torque
ripples which can be incorporated in the
control system
Conclusions
Conclusions

probable issues:
probable issues:
A fault in one phase of the induction motor
drive will causes unbalance in the stator
currents, which increases the rate of
temperature rise
The synchronization is a matter of major
importance, especially in a system
comprising two WR21 gas turbines
alternators connected to the same bus bar