©Copyright 2003 ABB AS. All rights reserved.

HN1641/42 154,800m3 LNG Carrier

Samsung Heavy Industries

P014002

Propulsion Control

Function Description

External doc. no.

Based on Project HN1641/42 154,800m3 LNG Carrier

Prep. / Henrik Eidem 2007-09-18 Customer Samsung Heavy Industries
Appr. M&T / Brodersen Bjørn Approved Proj. no. P014002
Doc. des. Ref.
Doc. kind Function Description des.
Title Function Description Propulsion Control
Resp. dept 320207
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 1. Introduction to the functional description ...............................................................4
1.1 General...........................................................................................................4
1.2 Compatibility ...................................................................................................4
1.3 Readers ..........................................................................................................4
1.4 Definitions and Abbreviations .........................................................................4
1.5 Related Documentation ..................................................................................5
2. Overview .....................................................................................................................6
2.1 Concept ..........................................................................................................6
2.2 Rules and Regulations ...................................................................................6
3. Main Equipment..........................................................................................................7
3.1 Propulsion Control Unit (PCU)........................................................................7
3.2 Application Controller .....................................................................................7
3.3 I/O Modules ....................................................................................................7
3.4 Communication...............................................................................................7
3.5 Switches and Hubs.........................................................................................7
4. Control Hardware Architecture .................................................................................8
5. Protections..................................................................................................................9
5.1 Power Limitations ...........................................................................................9
5.1.1 Draw Limitations ...............................................................................9
5.1.2 Brake limitations .............................................................................11
5.2 Speed limitations ..........................................................................................11
5.2.1 Ahead/ Astern maximum speed limitations ....................................11
5.3 Interlocking ...................................................................................................12
5.3.1 Breaker closing preventions ...........................................................12
5.3.2 Drive start preventions....................................................................12
5.4 Trips..............................................................................................................13
5.4.1 Priority 1 trip ...................................................................................13
5.4.2 Priority 2 trip ...................................................................................13
5.5 Alarms ..........................................................................................................13
5.6 Safeties override...........................................................................................14
5.7 Overspeed protection ...................................................................................14
5.8 Crash Stop....................................................................................................15
5.9 Emergency Stop ...........................................................................................15
6. Algorithms ................................................................................................................16
6.1 Calculations ..................................................................................................16
6.1.1 Ramp functions...............................................................................16
6.2 Control modes ..............................................................................................16
6.2.1 Speed control .................................................................................16
6.2.2 Power control..................................................................................17
6.2.3 Automatic change between Power/Speed mode............................18
6.2.4 Master follower ...............................................................................18
7. Logics........................................................................................................................18
7.1 Control of auxiliary equipment ......................................................................19
7.1.1 Cooling fans for transformer ...........................................................19
7.1.2 Cooling fans for motor ....................................................................19
7.1.3 Motor lubrication .............................................................................19
7.1.4 Motor jack-up pumps ......................................................................19
7.2 Sequences....................................................................................................19
7.2.1 Start auxiliaries – ‘Start aux’ ...........................................................20
7.2.2 Stop auxiliaries – ‘Stop aux’ ...........................................................20
7.2.3 Breaker closing command – ‘Start drive’ ........................................21
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 7.2.4 Propulsion stop command – ‘Stop drive’ ........................................21
7.3 Control of MCB for propulsion unit ...............................................................21
7.4 Selections .....................................................................................................21
7.4.1 Safeties override selection .............................................................21
7.4.2 Control mode selection...................................................................22
7.4.3 Control place selection ...................................................................22
7.4.4 Emergency Telegraph ....................................................................23
7.4.5 Electric shaft ...................................................................................23

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1. Introduction to the functional description

1.1 General
The purpose of this Functional Description is to provide the information, which is
necessary to understand the function of diesel electric Propulsion Control System.
The objective of the document is to specify hardware and software components included
into scope of Propulsion Control System delivery and to describe the functions and
facilities the control system will provide.

1.2 Compatibility
This Functional description is compatible with LNG vessels equipped with the ABB electric
propulsion system for one shaftline.

1.3 Readers
This document is part of customer delivery documentation.

1.4 Definitions and Abbreviations

Terms Definitions
ABS The American Bureau of Shipping
BV Bureau Veritas
DNV Det Norske Veritas
DP Dynamic Positioning
ECR Engine Control Room
EMF Electromotive Force
GL Germanischer Lloyd
IP Internet Protocol
LRS Lloyd’s Register of Shipping
MMS Manufacturing Message Specification
MSB Main Switch Board
MTC Manual Thrust Control
PI Proportional-Integral
PID Proportional-Integral-Derivative
PLC Programmable Logic Controller
RINA Registro Italiano Navale International
RCU Remote Control Unit
SOLAS Safety of Life at Sea
Propeller system System that includes all necessary equipment for
one propulsion unit control
PCS Propulsion Control System
PCU Propulsion Control Unit

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1.5 Related Documentation
Doc. Number Document
3AJM000604-040 Propulsion Auxiliary Handling

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2. Overview

2.1 Concept
In the diesel-electric propulsion concept a number of diesel engines power generators,
supplying electrical power to a main switchboard to which all consumers are connected.
One of these consumers is the electric propulsion system. In most cases electric
propulsion is the biggest consumer of generated power. The electric propulsion system
consists of the above-mentioned power plant, propulsion motors, frequency converters,
propulsion control system and supply transformers.
The propulsion control system consists of application controller, I/O stations, field buses
and software. Propulsion control software run by programmable application controller(s) is
based on standard scalable software, which is engineered by means of parameter lists.
Propulsion control software provides functions to control, protect and supervise the
propulsion system. Propulsion control software also includes power limitation functions to
prevent overload of the supply network.

2.2 Rules and Regulations

Design of the propulsion control architecture, interfaces and software functions is based
on the following rules:
• SOLAS 1997
• ABS
• BV
• DNV
• GL
• LRS
• RINA

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3. Main Equipment

3.1 Propulsion Control Unit (PCU)

There is a separate, stand-alone propulsion control system for each drive system. The
propulsion control system is physically centralized to a Propulsion Control Unit cubicle.
The PCU includes application controller, communication modules and modems, S800
local I/O modules and power supplies required by these.

3.2 Application Controller

IT
The application controller is a modular, ABB Control AC800M type programmable logic
controller (PLC) for propulsion system logics and regulatory controls. Each propulsion
motor has its own dedicated controller. The application controller is located in a separate
PCU cubicle, which also includes local I/O modules (see section 3.3) and 24V power
supply units.

3.3 I/O Modules

S800 type I/O modules are used for interfacing hardwired analog and digital signals.
Dedicated I/O modules exist in S800 family for different types of I/O signals (analog
inputs, analog outputs, digital inputs, digital outputs and PT100). Standardized sets of I/O
modules and possible optional I/O modules are used to cover application’s I/O needs.
I/O modules can be installed either locally, remotely, or both locally and remotely. When
local installation is used, the standard set of modules is put into PCU cabinet as an
extension of CPU cluster. Signals which are time critical for application control or located
near the PCU are normally hardwired to local I/O.
When remote installation is used, the standard set of modules is grouped into remote I/O
stations. Each station can consist of several types of I/O modules. Modules are connected
by PROFIBUS-DP to the PCU’s application controller. Signals which are non time critical
and are located far from PCU are connected to remote I/O modules to save cabling and
installation costs.

3.4 Communication
The propulsion control system supports several types of communication protocols.
As a main gateway, system uses Control Network for internal communication. Control
Network is a private IP network domain especially designed for industrial applications.
Control Network uses the MMS communication protocol on Ethernet to link ABB
automation, remote diagnostic and controllers together. MMS (Manufacturing Message
Specification) is an ISO 9506 standard.
In addition to Control Network, the propulsion control system supports and uses other
protocols such as CANopen for control panels, PROFIBUS-DP (according to IEC 1158-2
and EN 50170) for remote I/O stations and automation interface. MODBUS RTU is
available as an interface option for automation.

3.5 Switches and Hubs

Control network is an Ethernet MMS protocol based communication network used within
the propulsion control system (see control hardware architecture in chapter 4).

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4. Control Hardware Architecture

Figure 1. Architecture of the propulsion control system

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5. Protections
The propulsion control software has system protective functions to detect and prevent
supply network overload, unsafe operation of the system and other system failures.
Propulsion system protection functions act against detected system malfunction or
component failures. The protections are divided into power limitations, speed limitations,
interlocks and trips.

5.1 Power Limitations

Preventing overload in propulsion components and failures in certain devices requires
power limitation in the propulsion system. There are fast and slow power limitations
implemented in propulsion control software. Possible reasons for power limitation together
with triggered actions are explained below. The principle of power limitation works by
means of limiting the torque reference to the frequency converter, either dynamically or to
a predetermined limit. Because limitation of torque results in limitation of shaft power, the
naming convention “power limitation” is used in both cases.
It has to be noted that in certain situations limitation of propulsion power is not an effective
means for correcting the situation. An example of such situations is a problem in fuel
feeding of diesel engine, which results in a speed drop. In that case the electrical
frequency will drop and shaft power will be decreased by the propulsion control. This will,
however, not rectify the situation, since reduction of shaft power even to zero will not
speed up the diesel engine.

5.1.1 Draw Limitations

Draw limitations are protective functions which limit the motoring torque (i.e. torque acting
in the direction of rotation of the propulsion motor). These limitations are described in the
following sections.

5.1.1.1 Power limitation from available power

Propulsion power is limited as a function of available power in the network. The power
limit depends on the number of connected generators and propulsion drives. The
available power can be adjusted externally by analogue input signals which are individual
for each generator. The calculation takes into account the ship service load.
The propulsion power will be limited so that no generator is loaded above the limit set by
its individual limit signal. The purpose of this function is to allow rapid unloading of a
generator, to give the power management system time to redistribute the load onto the
other generators. Note that the PMS is not supplied by ABB, so the load balancing is not
performed by ABB’s control system.
Note: Even when operating with unbalanced load, no generator will be loaded above
100%, since the individual limit signals are restricted to maximum 100%.

5.1.1.2 Power limitation from supply network low frequency

Network under-frequency may occur as a result of for example too fast generator load
increase or diesel governor malfunctioning. If the frequency drops below 97,5% of nominal
frequency (50Hz network: 48,75Hz, 60Hz network: 58,5Hz), propulsion control starts
limiting the motor torque. The propulsion control reduces the shaft power until the network
frequency is back above 97,5% value.
If the reduction of shaft power does not help and frequency continues to drop under 95%
of nominal frequency, drive modulation is stopped as a last protective function against

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 blackout. This happens at a fixed frequency level (50Hz network: 47,5Hz, 60Hz network:
57Hz). Automatic restart of the drive is made when frequency has returned to nominal
value.
Note that the protective actions described in this section are back-up functions for diesel
engine governors.

5.1.1.3 Power limitation from generator tripping

If any of the supplying main engines shuts down, a generator breaker trips or a bus-tie
breaker opens, propulsion control makes an instant propulsion power reduction. This
limitation acts by means of generator breaker status supervision. The amount of power
reduction of propulsion unit is determined by a configurable parameter.
Instant power reduction is done in order to avoid load step for and overload of remaining
generators. After a recovery delay the propulsion power begins slowly to approach the
requested lever reference.
Propulsion power will not be reduced if the generator is disconnected with zero power.

5.1.1.4 Ahead/ Astern maximum power limitations

Power limitation is required to protect propulsion system from too high mechanical stress.
Propulsion power is limited dependent on the selected operation mode as explained
below. If there are no operation modes in the vessel, speed limits are set according to Sea
mode, where the astern limit is set to a value of maximum astern power of the propeller
specified in propeller design data.
Sea mode Manoeuvring
Power Pfull Pn <tbd>
Ahead(%)
Power Pfull Pn <tbd>
Astern(%)

5.1.1.5 Power limitation from over temperature of system equipment

Various temperatures are supervised within propulsion system and related protection
functions reduce propulsion power due to high temperature. Temperature alarm and
power reduction limits are set according to manufacturers’ recommendations.
Reasons for power limitation are:
• High winding temp. in propulsion motor
• High winding temp. in supply transformer
• High temp. bearing propulsion motor
• High cooling water temp. in drive
• High temp. Gearbox oil

5.1.1.6 Power limitation from IAS system

A Common power available signal from the IAS system is implemented. This signal is
hardwired for fast response, and scaled from 10 to 100% of the propulsion motor power.
The Propulsion Control System will limit the propulsion power on each motor individually
so that it is not loaded more than this value. This is a fast reacting limitation, so that the
IAS, if need be, can reduce the total power on the switchboard rapidly.

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5.1.1.7 Power limitation settings from IAS system
Two additional power limit settings are implemented on the Profibus from the IAS system:
Generator maximum load setting is an integer value scaled from 70 to 100% giving the
operator the possibility to set the maximum allowed average load of the diesel engine. I.e.
The load on the propulsion motor will be limited so that the average load of the diesel
engines is not loaded more than this value. This is NOT a fast reacting limitation, and will
be ramped up and down to the set value.
Propulsion Motor maximum load setting is an integer value scaled from 70 to 100% giving
the operator the possibility to set the maximum allowed load on the propulsion motor. This
signal is much like the fast reacting power limit signal from IAS, but this is NOT fast
reacting and is meant as an operator input to the IAS to set the maximum load of the
Propulsion Motor.

5.1.2 Brake limitations

Brake limitations are protective functions which limit the generating torque (i.e. torque
acting against the direction of rotation of the propulsion motor). These limitations are
described in the following sections.

5.1.2.1 Limitations from system’s braking capabilities

Maximum braking power is limited according to braking resistor characteristics.

5.1.2.2 Braking prevention

In order not to overload the braking resistor, the reverse power operation is avoided when
reasonable. This is implemented in propulsion control by limiting braking torque to zero,
thus preventing braking power from being generated.
In Sea Mode, braking is only allowed in the event of a crash stop. This occurs when the
speed reference from the control lever and the actual shaft speed has opposite directions,
and the magnitude of the lever reference is greater than 80%. Braking is disabled
otherwise.
In Manoeuvre Mode, braking is enabled when the lever reference and the actual shaft
speed have opposite directions. Braking is disabled when the actual speed of the shaft is
greater than the maximum allowed in Manoeuvre Mode, or when the energy in the braking
resistor exceeds a certain limit. This limit is chosen so as to retain enough capacity in the
resistor to perform a crash stop.
When the total energy capacity of the resistor is reached, all braking is disabled,
regardless of operation mode or crash stop.

5.2 Speed limitations

5.2.1 Ahead/ Astern maximum speed limitations

Speed limitation is required to protect propulsion system from too high mechanical stress.
Shaft speed is limited dependent on selected operation mode as explained in the
following. If there are no operation modes in the vessel, speed limits are set according to
Sea Mode, where the astern limit is set to a value of maximum astern speed of the
propeller specified in propeller design data.
Sea Mode Manoeuvring

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 Speed Sfull Sn <tbd>
Ahead(%)
Speed Sfull Sn <tbd>
Astern(%)

5.3 Interlocking
The purpose of interlocking is to guarantee human and system safety. The propulsion
control has interlockings for two different operations: breaker closing and drive start (firing
of semiconductors). The following sections describe both interlocking functions.

5.3.1 Breaker closing preventions

Supply breaker closing is performed by drive controller according to a command received
from application controller. Either of these controllers may prevent drive start when
necessary. The guiding principle is that the application controller (i.e. propulsion control
software) provides interlocking related to the process state and the drive provides
interlocking related to its own status. Breaker closing prevention is used to guarantee safe
operation of the system.
The following conditions interlock breaker closing in application controller:
1. Auxiliaries not OK
• Propulsion motor cooling not running
• Jack-up pumps not running
• Shaft bearing lubrication not running
• Supply transformer cooling not running
2. Selected control place reference not at zero
3. Not enough connected main engines
4. Main Circuit Breaker not OK
5. I/O process voltage missing
6. Drive communication failure
7. Priority 1 trip activated
8. Drive “ReadyToOn” not activated
9. Emergency Off activated
10. Turning gear engaged
11. Brake engaged
12. Gear oil pressure not OK

5.3.2 Drive start preventions

Drive starting is performed by drive controller according to a command received from
application controller. Either of these controllers may prevent drive start when necessary.
The guiding principle is that the application controller (i.e. propulsion control software)
provides interlocking related to the process state and the drive provides interlocking
related to its own status. Drive start prevention is used to guarantee safe operation of the
system.
The following conditions interlock drive start:

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 1. Supply frequency not OK
2. Priority 2 trip activated
3. Drive ReadyRun not activated

5.4 Trips
The purpose of the trips is to guarantee human and system safety. Trips are divided into
two categories (“priority 1 trip” and “priority 2 trip”) and they may be delayed.
A trip will always stop excitation of the motor. The excitation unit is part of the ACS6000
frequency converter and is an integrated part in the protection and safety concept.
All trips cause electrical shutdown of the motor, while no braking of the motor shaft is
attempted. In case of bearing failure, other steps might need to be taken to prevent
rotation of the affected motor caused by the ship’s motion through the water.

5.4.1 Priority 1 trip

Priority 1 trip actions are:
1. Stopping the modulation of the inverter unit and excitation unit (coast
stopping).
2. Opening the main circuit breaker.
3. Discharging the DC link of the drive.

The following conditions cause tripping with priority 1 trip:

1. Drive communication fault
2. Critical control system fault
3. Process I/O auxiliary voltage fault
4. Supply transformer winding overtemp.
5. Gearbox lub. oil pressure low-low.

5.4.2 Priority 2 trip

Priority 2 trip actions are:
1. Stopping the modulation of the inverter unit and excitation unit (coast
stopping).
A priority 2 trip enables fast restarting of the drive (without recharging of DC link) after the
failure has been fixed.
The following conditions cause tripping with priority 2 trip:
1. Low or high network frequency.
2. Propulsion motor winding overtemp.
3. Shaft bearing overtemperature on motor.
4. Thrust bearing overtemperature.

5.5 Alarms
The following conditions produce alarms, but do not cause tripping of the motor:
1. Clogged oil filter on motor (jack-up or lubrication)

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 2. Water leakage on motor cooling
3. Air in (cold air) overtemp on motor cooling
4. Air out (warm air) overtemp on motor cooling
5. Water leakage on transformer cooling
6. Air in (cold air) overtemp on transformer cooling
7. Air out (warm air) overtemp on transformer cooling
8. Air Gap sensor in Propulsion motor

5.6 Safeties override

The safeties override function prevents tripping of system by deactivating certain
protective functions. It thus gives the operator time to get the vessel out of danger, while
risking propulsion equipment. Also, safeties override bypasses certain interlockings.
MAJOR COMPONENT DAMAGES MAY OCCUR WHEN THIS FUNCTION IS ACTIVE.
Each control place has its own push button for safeties override control and indication.
The safeties override function bypasses the following protective functions:
Breaker closing preventions
1. Not enough connected main engines
2. Auxiliaries not OK
3. Gear oil pressure not OK.
Tripping and power limitations
1. Supply transformer winding overtemp.
2. Propulsion motor winding overtemp.
3. Shaft bearing overtemp.
4. Gearbox lub oil pressure low-low.
When the safeties override function is active, the propulsion system is not in normal
operation mode. Functions that normally protect equipment and personnel do not work as
designed. Operating the system outside the specified operating range may shorten the
lifetime of components or destroy them permanently. Component failures without
protective system functions expose personnel to immediate danger.

5.7 Overspeed protection

In addition to the control algorithms in the propulsion controller and the drive’s own
overspeed protection (trip), an independent pulse encoder for speed measurement is
provided. This is wired directly to the application controller. If motor overspeed occurs, the
propulsion controller will issue a trip command.

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 Figure 2: Motor speed measurement

5.8 Crash Stop

A crash stop is active when the actual shaft speed does not have the same direction as
the speed reference from the lever, and the latter has a magnitude greater than 80%.
During a crash stop, braking is always allowed until the maximum energy capacity of the
braking resistor is reached. The braking power limit is never reduced during a crash stop,
and the duration of the braking is limited only by the energy capacity of the braking
resistor.
The power rating of the braking resistor is greater than the maximum power required to
brake the propeller. The energy capacity of the resistor is significantly greater than the
energy generated during a crash stop from the ship’s normal full speed. The energy level
in the resistor is monitored, and alarms are generated when it reaches 50% and 100% of
its maximum value. Complete cooling from 100% energy takes approximately 45 min,
although crash-stop braking (limited in duration if necessary) is allowed during cooling, as
described above.
During a crash stop, the propulsion control system uses speed and power ramps which
are faster than those used in normal operation.

5.9 Emergency Stop

The emergency stop is independent of the propulsion controller and is wired from each
control place directly to the control unit in the frequency converter.
To avoid accidental stop of the frequency converter caused by wiring failure, each
emergency stop signal is loop monitored. In case of wiring failure the affected emergency
stop button is disabled and an alarm is issued.

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6. Algorithms
The algorithms include functions related to mathematical calculations or control functions
like PI/PID regulations

6.1 Calculations

6.1.1 Ramp functions

The acceleration time from zero to full speed is limited mainly by the power engines. Too
rapid speed changes cause too fast load and frequency variations. These variations lead
to increased emissions and need for power engine maintenance.
Propulsion control software uses speed or power based slopes depending on the state of
the system. Torque and power curves (i.e. propeller loading) change according to the
ship’s velocity. Slopes have basic settings for separate speed and generator load ranges.
Slope calculation adjusts the basic gradient values according to number of connected
generators and propulsion drives. This power increase limiter keeps engine load slope
under the defined level.
Also propeller dimensioning gives a limit regarding the minimum acceleration time.

6.2 Control modes

Control mode refers to which system variable is controlled, and the corresponding
interpretation of the lever position.
The propulsion control system automatically selects power control mode when the
propulsion power is high, and automatically selects speed control mode if a crash stop is
initiated or when the propulsion power is low. Changing between modes may also be
done from the operator control panels.

6.2.1 Speed control

The lever position at the selected control place represents desired propeller speed. Actual
propulsion power varies as necessary to achieve and maintain this speed setting. The
control principle is presented in the figure below.
Propulsion control software processes the selected speed reference so that it will not
exceed predefined limits or ramp gradients (see above). Available electrical power defines
the maximum possible propulsion power. The speed controller behavior depends on the
ramp functions and power limitations that may be activated by the system.
The selected, limited and ramped speed reference and the actual speed
feedback (measured or estimated) from drive controller are connected to
PI-controller, which forms the core of speed control algorithm. The output
signal of PI-controller is calculated torque reference, which is limited
according to prevailing conditions. Limited torque reference is forwarded to
drive controller.

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 SPEED REFERENCE
Bridge Speed Filtering
Reference PI
Reference &
Ramping Controller
Azipod Room Selection Limitation
+
Engine Control Room Torque Reference
Back-Up Panel -
Etc.
Speed
Actual Value

Maximum Torque Limit

Speed Slopes

Minimum Torque Limit

Speed Limits
DRAW LIMITATIONS

Available Power Draw Limit

Handling
Drive Current Limit
Draw Torque Limit
Generator Overload
Underfrequency
Torque Limit
Etc. Conversion

Tdraw, Tbrake
=>
BRAKE LIMITATIONS

Braking Capability Brake Limit Tmin, Tmax

Handling
Braking Prevention
Brake Torque Limit
Etc.

Figure 3: Speed control diagram

6.2.2 Power control

In this mode, propulsion power is controlled according the position of the lever at the
selected control place. Shaft speed is allowed to vary as necessary to maintain constant
power. The reference from the lever is preprocessed so that, for any lever position, the
average shaft speed will be approximately the same as it would have been in speed
control.
Power and speed limits and ramps are handled as for speed control.
The limited and ramped power reference and the actual power measured by the drive
controller are connected to a Power/Torque Converter in the PCU which forms the core of
the power control algorithm. The output signal of the Power/Torque Converter is a torque
reference, which is limited according to prevailing conditions. The limited torque reference
is sent to the drive controller.

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 POWER REFERENCE
Bridge Power Filtering
Reference Power/tourque
Reference &
Ramping conversion
Azipod Room Selection Limitation

Engine Control Room Torque Reference

Back-Up Panel
Etc.

Maximum Torque Limit

Power Slopes

Minimum Torque Limit

Power Limits
DRAW LIMITATIONS

Available Power Draw Limit

Handling
Drive Current Limit
Draw Torque Limit
Generator Overload
Underfrequency
Torque Limit
Etc. Conversion

Tdraw, Tbrake
BRAKE LIMITATIONS

=>
Braking Capability Brake Limit Tmin, Tmax
Handling
Braking Prevention
Brake Torque Limit
Etc.

Figure 4: Power control diagram

6.2.3 Automatic change between Power/Speed mode

The system will automatically change from speed mode to power mode when the actual
propeller speed is more than a predefined value, normally set to 59% speed of the
maximum propulsion motor speed. This is implemented to keep a constant power at the
high power area. When the speed is more than this value, the operator can at any time
change the mode to speed mode from the control panel or from the maintenance station.
When the actual speed is reduced below a predefined speed, normally 52 % speed of the
maximum propulsion motor speed, the system will automatically change to speed mode.
This automatic change to speed mode is preformed to make sure that the system is in
speed mode when maneuvering. The system is locked to speed mode when at low
propeller speed.

6.2.4 Master follower

The Master/Follower operation is accomplished by defining one PCU as Master and the
other one as Slave.The master controller will be in speed or power mode depending of
control mode, while the slave controller receives torque reference from master.Both
propulsion drives has identical software and hardware and hence both drives will receive
identical torque reference. Each one of the two propulsion controllers can function as
master or as follower.
Master-follower control is programmed into AC800M controllers.
The controller of first started converter will be set to master (converter which is first in
‘ready ref’ state).
If master and follower are running, master is stopped (‘ready ref’ turns to FALSE), slave
becomes a master.

7. Logics
Logics are functions whose purpose is decision making based on ON/OFF-theory.

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7.1 Control of auxiliary equipment
Auxiliary equipment will need to be controlled automatically by the IAS system according
to description below.
‘Auxiliary run order’ will be set by closed supply breaker, motor running or ‘Start aux’
command (ref. 7.2.1)
‘Auxiliary run order’ will be reset by ‘Aux stop’ command (ref.7.2.2) or a timer after the
motor has stopped and supply breaker is opened.

7.1.1 Cooling fans for transformer

There is one set of duty/standby fans for each transformer. The duty fan should be started
upon ‘Auxiliary run order’ and stopped upon reset of ‘Auxiliary run order’. The standby fan
should be started upon failure of duty fan or on high winding temperature.

7.1.2 Cooling fans for motor

All fans should be started upon ‘Auxiliary run order’, and stopped upon reset of ‘Auxiliary
run order’.

7.1.3 Motor lubrication

There is one set of duty/standby pumps for each propulsion motor. The duty pump should
be started upon ‘Auxiliary run order’ and stopped upon reset of ‘Auxiliary run order’. The
standby pump should be started upon failure of the duty pump or on low lubrication
pressure.

7.1.4 Motor jack-up pumps

There is one jack-up pump for DE and one for NDE. These should be started upon
‘Auxiliary run order’ or when the shaft brake is disengaged. They should be stopped when
rotor RPM is greater than the predefined motor speed as specified by manufacturer, or
when ‘Auxiliary run order’ is reset and brake is engaged.

7.2 Sequences
The flow charts above gives a general overview over the start and stop sequences of the
propulsion drive and auxiliary equipment. Additional information about auxiliary controls is
found in the document ‘Propulsion System Auxiliary Handling’ (doc. no. 3AJM000610-512)

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 Start Sequence from Control Station Stop Sequence from Control Station
Supply Breaker open Frequency converter running
Stop Auxiliaries stopped Drive Running Supply Breaker closed
Lubrication and jack-up Auxiliaries running
pumps should be
automatically started if the
’Start Aux’ command
shaft brake is released ’Stop Drive’ command
PCU send an start
command to IAS.
The ACS6000 frequency
IAS Starts: Stop command to converter ramps down and
- Transformer the frequency stops modulation of the
cooling fans converter inverter unit and excitation
- Motor cooling fan
unit. The drive control is
- Lubrication
blocked and ready to start.
pumps
- Jackup pumps

Auxiliary running
Auxiliary remains running
& no start interlock
Drive Stopped and supply breaker closed.
& reference value zero
The drive can be started up
Supply breaker is ready to
Ready to Start close and drive can be
started up ’Aux Stop’ command

’Start Drive’ command PCU send an stop

The ACS6000 frequency
converter runs the internal
’On’
start sequence by charging
command to
the dc link, closing the main
the frequency
supply breakers and closing
converter
the excitation unit contactor
Frequency converter status On
The drive is ready for run
Ready for Run and will start modulation
when given a non-zero
reference
command to IAS. The auxiliary will stop after a
IAS Stop auxiliary time delay for cooling of the
equipments. propulsion equipment.
PCU Open supply Lubrication and jackup
breaker and pumps remain running until
discharge the the shaft brake is engaged.
frequency
converter
Supply breaker open and
auxiliaries stopped (except
Stopped for the lubrication and jack-
up pumps which may remain
running, depending on the
shaft brake status)

Non-zero reference

’Run’
command to The ACS6000 frequency
the frequency converter starts modulation
converter of the inverter unit and
excitation unit

Frequency Converter
Running

Figure 5: Start and stop sequences

7.2.1 Start auxiliaries – ‘Start aux’

Pressing of darkened button ‘Start aux’, the propulsion control enables the start auxiliaries
sequence and sends a “Start Aux. Command” to IAS. A blinking button indicates that the
starting process is under way. When feedback indicates that all auxiliary units are running,
the lamp is lit steadily. The lamp is extinguished when the ‘Stop Aux.’ sequence is begun.
The start function is active only at the active control place.

7.2.2 Stop auxiliaries – ‘Stop aux’

Pressing the button ‘Stop aux.’, the propulsion control enables the start auxiliaries
sequence and sends a “Stop Aux. Command” to IAS. The lamp blinks during the stop

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 sequence, which may be up to several minutes long when stopping delays are
considered.
The first stage in the sequence is opening of the supply breakers, followed by stopping of
auxiliaries. Stopping of auxiliaries is inhibited while the supply breakers remain closed.
The lamp is lit continuously after the last auxiliary device has stopped. The stop function is
active only at the active control place.

7.2.3 Breaker closing command – ‘Start drive’

Ready status indication on operator panel indicates that the propulsion motor and drive
are ready for start (auxiliaries are running, selected reference value is at zero and no
relevant interlockings are active). When the dark ‘Start drive’ button is pressed, the
propulsion control enables the drive start sequence: the application controller sends the
command to the drive controller to close the main circuit breaker. The lamp blinks while
the drive charges its DC bus. When main circuit breaker is closed, the light is lit steadily.
The drive is then ready for run and reference following.
The functionality is active only at the active control place.

7.2.4 Propulsion stop command – ‘Stop drive’

Pressing the stop drive button on the operator panel activates the propulsion drive stop
sequence. The lamp blinks during the sequence. The application controller sends the stop
command to the drive, which ceases modulation of inverter unit and excitation unit. The
light is lit steadily when this sequence has finished.
Note that the MCB is not opened by this command. This occurs when auxiliaries are
stopped – see section 7.2.2.

7.3 Control of MCB for propulsion unit

The drive controls the main circuit breaker (MCB) which feeds it. When the drive receives
the start command from propulsion control, it first charges its DC bus, and then sends the
close command to the main switchboard for the MCB. It then receives feedback from the
switchboard indicating that the MCB is closed, and passes this information on to the PCU.

7.4 Selections

7.4.1 Safeties override selection

‘Safeties override’ selection includes control and indication functions. Pressing the
darkened button activates the safeties override function, and the corresponding lamp is lit.
Several protection functions are prevented and major component damages are possible in
failure situations. All ‘Safeties override’ buttons are parallel and function can be selected
or deselected from any control stand.
If a delayed tripping function is active, safeties override blinks to warn the operator, who
may cancel the protective function in case of navigational danger.
Pressing the lit safeties override button turns off the overriding, and all protective functions
are reenabled. If a delayed trip has expired while safeties were overridden, and the fault
has not been corrected, an immediate trip will occur.

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7.4.2 Control mode selection
Changing between speed mode and power mode is performed by pressing the “Power
Mode” and “Speed Mode” buttons on the operator panel. These buttons are lit to indicate
which mode is currently active.
Switching manually between power and speed mode can only be done at high motor
speed. At low motor speed the speed mode is enforced.

7.4.3 Control place selection

This chapter refers to control place selection for thrust control only.
There are three different control locations, which have the following priority order (highest
priority first):
1. Local: Emergency control from Local Panel
2. RCU: Levers in ECR
3. RCU: Remote Control Unit on bridge (bridge centre and wings).

7.4.3.1 Control changeover to a place with higher priority

The operator at a higher priority place may directly take over the control. Changeover
procedure is
1. Control is first in the lower priority system
2. Operator switches to higher priority system from new control location
3. Audible and visual indications in lower priority system indicate loss of control
4. Propulsion control starts to follow the new reference
This procedure is valid when operator changes control:
- From ECR to Local
- Bridge to ECR
- From Bridge to Local

7.4.3.2 Control changeover to a place with lower priority

The control changeover from higher to lower priority is a direct hand-over. The operator at
the higher priority control place offers the control to the lower priority place using the
takeover switch. The receiving control place acknowledges reception of control
responsibility and gets an indication of control responsibility. As long as acknowledgement
is missing, control responsibility stays in higher priority control place, and buzzer is
activated on receiving control place. This procedure is valid when operator changes
control:
- From Local to ECR (Bridge/ECR selector at ECR)
- From Local to Bridge (Bridge/ECR selector at Bridge)
- From ECR to Bridge

7.4.3.3 Control changeover between bridge control stations

The three control stations on the bridge have equal priority. When one bridge station is in
command, command may be taken at another bridge station by pressing the “Take Over”
button on the control panel.

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 Only the bridge centre control panel can be used to accept command from the ECR or
local control panel.

7.4.4 Emergency Telegraph

The emergency telegraph system is integrated into the lever units at bridge centre, ECR
and locally. The telegraph system is electrically isolated from the RCU and PCUs.
Whenever a new command is issued from bridge, and local or ECR control is selected,
the telegraph alarm will be switched on. In order to mute the alarm, the command must be
acknowledged by moving the control lever in command to the position requested. The
speed reference is transmitted directly from the lever in command to the PCU.
The system can be switched from telegraph mode (local or ECR control) to remote control
mode by means of the local/remote switch on the local control panel and the Bridge/ECR
switch on the ECR panel. When both of these are switched to remote/bridge, control is
offered to the bridge, and the telegraph alarm is disabled (see Chapter 7.4.3.2). All reply
pointers (wheelhouse, ECR, Local) will follow the control lever of the wheelhouse unit.

7.4.5 Electric shaft

The electrical shaft system synchronizes the operating levers of the bridge control units.
There is always just one position in control (= ‘on service’). The levers of the other bridge
control units will follow this position’s lever movements.
When the lever of a position, that is not ‘on service’, is blocked, the system will give an
alarm, but the remaining levers can still be moved. The position ‘on service’ can not be
influenced by the other positions.
Precision potentiometers are used to transmit the lever movements of the position ‘on
service’. The levers of the other positions are synchronized by means of servo motors.

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REVISION

Rev. ind. Page (P) Description Date

Chapt. (C) Dept./Init.
- Issued for approval 2007-05-22
HEEI
A Power Limit from IAS added 2007-09-19
KP

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