CLASSIFICATION OF ELECTRIC PROPULSION SYSTEMS FOR LNG CARRIERS

Bruno Delannoy, Jan Fredrik Hansen

1: Bureau Veritas, 17 bis Place des Reflets, 92400 Courbevoie, France 2: ABB AS, Hasleveien 50, P.O box 6540 Rodelokka N-0501 Oslo, Norway

Abstract : With the construction of the two 154000m3 LNG carriers for Gaz de France / NYK at Chantiers de lAtlantique, electric propulsion systems have been introduced to full size LNG Carriers. ABB has delivered a complete propulsion drive system based on 2 x 14MW medium speed propulsion motors and BV will classify the 2 vessels. This paper intends to present the system as installed on board these two ships in two different aspects: classification and technical. Keywords : LNG carrier, electric propulsion, classification rules Introduction : Electric propulsion systems have been used for many years. However, up to now, the applications were limited to a few types of ship such as passenger vessels, ice breakers, dredgers, supply vessels and ships equipped with dynam ic positioning systems. The necessity of high powered installation to supply the auxiliaries at quay and the development of new types of diesel engines give a new opportunity to extend electric propulsion to other types of vessel such as LNG carriers. The increasing market for LNG carriers has led ABB and Bureau Veritas to study and propose an innovative propulsion system. ABB electric propulsion system : For the two 154000m3 LNG Carriers under construction at Chantiers de lAtlantique, ABB is delivering the propulsion drive system including the remote propulsion control and the High Voltage (HV) main and cargo switchboards. These ships were the largest LNG carriers when ordered, and are among the first to be equipped with an electric propulsion system. Traditionally LNG Carriers were propelled using steam turbines in order to utilize the Boil off Gas (BOG) from the LNG cargo tanks. This system has proven to be a reliable propulsion system for many years, however, the propulsion efficiency is on the lower side (<30%). With the introduction of the dual-fuel engines, the electric propulsion alternative became more attractive due the higher efficiency (>40%), and a breakthrough for this propulsion system came in 2003 with the Gaz de France vessels ordered at Chantiers and lately also several vessels in Korean shipyards [1], [2]. As a system supplier ABB takes responsibility for the integration and performance of the electric propulsion drive system. In addition to the scope delivered to

Chantiers, typically ABB scope for LNG carriers with electric propulsion also includes the main generators and HV-distribution transformers. In that respect ABB can take full system responsibility for the complete HV power and propulsion system. In the following sections a description of a typical ABB system and components for an electric power and propulsion plant for LNG carriers will be given. As a classification society, Bureau Veritas is in charge of the design review and the survey on board the two 154000m3 LNG carriers under construction at Chantiers de lAtlantique. Bureau Veritas has continuously developed and improved the rules for electric propulsion in order to take into account the latest technologies (POD, etc). Further to the development of the dual fuel engines for LNG applications, a rule note has been issued [3]. The design review can be broken down in 3 main parts : the equipment approval (technical specification, environmental and operational test), the propulsion functionality (remote controls, interaction wit h the automation system, restart after black out, etc), and the control principles (auxiliarys control, instrumentation, list of alarms / safeties, independence of the motors controls). Redundancy is analysed in detail to be sure that common mode of failure is avoided. Concerning the equipment tests, Bureau Veritas rules refer to IEC standards. Power & Propulsion configuration :
13750 kVA 11000 kW 13750 kVA 11000 kW 13750 kVA 11000 kW 6875 kVA 5500 kW

G
6,6 kV, 60Hz

~
450 V, 60Hz 0 -14000 kW 0-700 RPM 6600 V, 60Hz, Cargo 1

~
M

~
M

~
0-14000 kW 0-700 RPM

450 V, 60Hz

6600 V, 60Hz, Cargo 2

Figure 1 : typical system layout for power and propulsion system

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Figure 1 gives a schematic overview of the typical electric power and propulsion system for LNG Carriers in the range of 150 000 m3. The system consists of a 4 -split 6,6kV switchboard system, 2 main switchboards and 2 cargo switchboards. The cargo switchboards are normally located separately from the main switchboards in order to minimize cabling distance to the cargo pumps. Four generators powered by dual-fuel engines supply the necessary power for propulsion and auxiliary load to the 6,6kV switchboard system. The propulsion system consists of two propulsion motors connected to a common gearbox. Installations based on a single shaft line and a slow speed diesel engine are common for cargo vessels as this type of engine can be quite easily repaired. This is not the case for electric motors, and therefore BV asks for 2 motors in order to maintain the propulsion in case of failure of one motor. As the power system is not symmetrical, precautions are to be taken in some cases in order to avoid an overload of the electrical network. This functionality is in general carried out by the propulsion control system. Each propulsion motor is controlled by a frequency converter, directly supplied from the main switchboard through a propulsion transformer. The different cables (control and supply cables for the propulsion motors, converters and their different auxiliaries) are to follow different routes which are to be as far separated as practicable. BV carries out a design review and a construction survey in order to ensure that this complete redundancy is achieved. Generators : The ABB generators of the AMG series are available for marine applications for ratings up to 50MVA. The AMG generators range from frame sizes 450 to 2500. This frame size denotes the shaft height of the generator in mm. Typically marine generators for t he LNG carriers range from AMG1120 to AMG1600. All marine generators are delivered with brushless excitation, sleeve bearings, and MCI (Micadur Compact Industry) insulation system for the highest reliability and performance. The MCI insulation system is based on a vacuum pressure impregnation method. HV Switchboards : ABB has delivered or has in order High Voltage (HV) switchboards (3,3kV and 6,6kV) for more than 50 LNG Carriers, of which about 10 vessels are with electric propulsion. However, the switchboard system and configuration are similar for both the steam driven and electric driven LNG carriers. For marine applications ABB delivers HV switchboard of the types UNISAFE or UNIGEAR with a short circuit level up to 31,5kA and voltage rating up to 12kV. Higher ratings are also available (up to 50kA), but have not been considered necessary for the electric propulsion system of LNG carriers. The High Voltage network is based on an insulated neutral (no intentional connection to ground). The phase to ground fault currents are the capacitive current of electrical machines and cables. This type of distribution system is common for LNG carriers because

of the existence of hazardous area. The switchboards are air insulated, metal clad, and with an arc-proof design for maximum safety. Both SF6 and vacuum circuit breakers are available but the SF6 circuit breakers have been preferred for most cases as the breaker characteristics (breaking at zero crossing of current) give minimum operational over voltage and stress on the electric distribution system. The protective philosophy is based on the knowledge that the faults or abnormal operating conditions can lead to phenomena such as overloads, ground faults, phase to phase, and three phase faults. The detection is undertaken by the protective relays, whose task is to shut down the faulty part from operation and separate it from the electrical distribution system. The setting of the relays has been selected in order to allow a reliable operation of the system, keeping the feeders and the system in service as long as possible without risk of damage. A protective relay coordination study has been submitted to Bureau Veritas in order to confirm the settings of the protection relays. Transformers : Four three winding propulsion transformers are used on the project at Chantiers. Two plus two transformers are giving a 24-pulse system on each side of the switchboard by the +/- 7,5 degrees phase shifts of the primary windings between the two transformers. This configuration eliminates the main harmonic sources in such a way that total harmonic distortion is well below 5% on the main switchboard, at any operating condition. The transformers are of dry type cast resin RESIBLOCK design. The windings are effectively protected against mechanical and chemical effects through the encapsulation with glass fibre reinforced epoxy resin insulation materials, insensitive to humidity and practically maintenance free. Air to water cooled transformers are normally used for the propulsion transformers. Distribution transformers for LV supply would be of same RESIBLOCK design, however, natural air cooling would be the normal cooling method. Frequency converters : ABB has a long experience with delivering electric propulsion systems, and has continuously been a frontrunner in propulsion and equipment design. The latest generation of ABB medium voltage drives for marine applications is the ACS 6000 frequency converter, which is a Direct Torque Control (DTC) Voltage Source Inverter (VSI). This converter is available for propulsion motors rated up to 26MW and is used for both synchronous and asynchronous propulsion motors. For the electric propulsion system at the LNGC at Chantiers the converters are designed for speed control of 2 x 14MW synchronous propulsion motors. The converters have a diode bridge as rectifier, which gives a high network power factor (>0.95) at all operating conditions. The harmonic spectrum of the line current is fixed at the characteristic harmonics (dependent on pulse number) and the switchboard voltage will be without the notches which

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are normally seen when using thyristor controlled rectifiers. The inverter side of the converter consists of IGCTs (Integrated Gate Commutated Thyristors) as switching devices, combining the benefits of fast switching capabilities of an IGBT and low conducting losses of a GTO. The switching logic is controlled by the DTC controller, and gives a fast dynamic torque response in addition to a minimized torque ripple at the propeller shaft. The converters are operating in 24-pulse configuration. This reduces the harmonic distortion levels to below 5% at the main switchboard and means that the system can be designed without harmonic filters. Propulsion motors For LNG carriers of the size around 150 000cbm the required propulsion power will typically be in the range of 26-28MW. One propeller is powered by two electric motors in order to get a 2 x 50% redundant propulsion system at the electric side. Each motor is then rated at about 13-14MW and separately controlled by one frequency converter each. There are two possible configurations: Two motors connected to a gearbox or two motors directly on the propeller shaft in a tandem configuration. The first alternative is chosen at Chantiers as the most cost effective solution. With the gear solution the RPM of the motors can be increased to about 700 RPM in order to reduce the size and cost of the machine. With the power level of 13-14MW the propulsion motor will be a synchronous motor. ABB produces the synchronous motors (AMZ series) in the same factory as the generators, using many of the same construction facilities and methods. Each propulsion motor has double windings, with a brushless excitation system. Separate cooling fans are provided to give adequate cooling for every speed between zero and max speed. The propulsion motors delivered for the LNGs at Chantiers are of the frame size AMZ1120. Propulsion control system The propulsion control system consists of two separate control cabinets, one for each frequency converter. It has been submitted to environmental tests (EMC tests and marine environmental tests) in order to demonstrate that it is able to work properly in the environmental conditions prevailing on board. Bureau Veritas refers to standard tests which are now common to all the classification societies (IACS E10). Since there is only one propeller for speed control, the control cabinets will be arranged in a master-slave configuration. However, the risks of common mode failure have been considered and it has been verified during the design review and will be confirmed during the tests on board, that it is always possible to control one motor when the other one is not available (this includes failures coming from the other control system, converter and electric motor). As the propulsion motors are necessarily close to each other, special considerations are to be given to the installation on board : routes of cables, engine room ventilation, etc In addition to the cabinets, RPM control can be performed from 3 separate locations : local control or remote from

the ECR or Bridge. The remote control stations include RPM levers, integrated telegraph system, control responsibility panels, drive control panels, and RPM and power indications. The transfer procedure is to follow rules such as the stability of the propeller speed in transfer mode. Priority is given to the local control which is to be available even in case of failure of the remote control.
Bridge

ECR

DG
PMS

DG

DG

DG
PMS

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Local
Prop. control

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M

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Prop. control

Figure 2 : typical system layout for propulsion control Figure 2 shows the typical layout of the propulsion control system and the interface to the power and propulsion system and the power management system. Normally the power management system is integrated in the IAS (Integrated Alarm System) : as a general rule, failure of the power plant control system is not to cause complete loss of generated power (i.e black out) or loss of propulsion. However, blackout prevention function is also included in the propulsion control system as follows : Calculation of available power Power limitation based on the available power Fast power reduction in case of generator trips Power reduction in case of low frequency

In general, the auxiliaries are controlled by the IAS. As some of them are used only for propulsion purposes, they are directly controlled by the propulsion control system. Bureau Veritas rules ask for the duplication of some auxiliaries (for instance, ventilation fans of electrical machines, converters). The philosophy is to maintain the availability of the service, even at reduced power. The control is based on sensors which can trigger either alarms or safeties. Alarms will indicate deviations from the normal running parameters. Safeties are installed in order to limit any damage to electric components. As a general rule, alarms and safeties are to be separated : they are not to be activated by the same instrument and control system. The objective is to maintain a minimum of protection of the electrical propulsion in case of failure of one of the control systems. Safeties are designed in such a way to limit the risks of accidental stop of the propulsion. Safeties are to be limited to exceptional circumstances. It is to be pointed out that according to the latest rules, the control system shall be designed in a manner which

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ensures that threshold warning of impeding or imminent slowdown / shutdown is to be given to the navigation bridge. Bureau Veritas rules [4] define a list of alarms and safeties. Their number is limited in case of attended machine spaces but the list is much more detailed when the vessel is granted with an automation mark. In addition to the usual electric protections, Bureau Veritas asks to monitor different propulsion auxiliaries such as cooling pumps, ventilation fans, etc The temperatures of the windings are an important point for equipment such as rotating machines, transformers as they confirm the good running of their auxiliaries. High temperature can significantly reduce the life time of electric equipment. However, taking into account the diversity of propulsion technologies now available on the market, it is quite impossible for a classification society to propose an exhaustive list of alarms and safeties. They are more and more specific to one system type. Therefore, a fault and effect matrix is to be submitted to Bureau Veritas. On the basis of the manufacturers experience and an analysis of the failures consequences, additional alarms and safeties may be implemented. Conclusion : Because of adaptability, reliability, flexibility of installation, reduced maintenance and easy control, electric propulsion has become more and more common nowadays. The intrinsic advantage of electric propulsion, added to those of dual fuel engines allows outstanding performance in the marine field. Electric propulsion systems on board LNG carriers, unthinkable a few years ago, is now becoming a sensible solution. As frequency converters are now based on modular components, they can be used by personnel without specific skills in electrical engineering. The result of this project is the installation on board of an innovative and reliable electric propulsion system. References : [1] R. Courtay, L. Claes and J. Sainson, LNG carriers using gas fuel only, diesel Gas electric propulsion. proc. of the 14th international conference & exhibition on Liquefied Natural Gas, Doha, Qatar, March 2004 [2] J. F. Hansen, R. Lysebo, Electric propulsion for LNG carriers. LNG journal, September/October 2004 [3] Bureau Veritas, NR 481 : design and installation of dual fuel engines using low pressure gas, February 2002 [4] Bureau Veritas, Rules for the classification of steel ships, February 2003

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