th

Proceedings of the 8 IFToMM International Conference on Rotordynamics

September 12-15, 2010, KIST, Seoul, Korea

TORSIONAL INTERACTION OPTIMIZATION IN A LNG TRAIN WITH A LOAD

COMMUTATED INVERTER

Stefano Del Puglia Sergio De Franciscis

GE Oil & Gas GE Oil & Gas
Florence, Italy Florence, Italy

Sture Van de moortel Pieder Jörg Tim Hattenbach

ABB Medium Voltage Drives ABB Medium Voltage Drives Bechtel Co.,
Turgi, Switzerland Turgi, Switzerland Houston, USA

Daniele Sgrò Luca Antonelli Stefano Falomi

GE Oil & Gas GE Oil & Gas University of Florence
Florence, Italy Florence, Italy Florence, Italy

ABSTRACT
In large trains with Variable Speed Drive System, an
important aspect to be considered for the torsional stability
is the closed loop behavior of the electro-mechanical
system composed by the electrical drive and the shaft line.
A non satisfactory integration between these systems can
lead to high cyclic torques on the mechanical components
due to unstable torsional interaction, which effects can be
coupling failures, broken shafts, worn gears, fractured gear
teeth and thus undesired plant shutdowns.
By modeling the whole system, it is possible to simulate
and study effects due to torsional interactions between the
two parts and so to identify possible corrective actions to be
implemented during the testing phase.
In particular, the proper setting of some control parameters
inside the frequency converter can improve the torsional
behavior of the train, in terms of reduced amplitude of
cyclic torques. This is very important to verify that the
predicted pulsating torques in steady state working
condition will be under the endurance limit of couplings.
The effect of changing the control parameters is evaluated
by means of simulations during the engineering stage and
compared with data acquired on the real system during the
string test campaign by using a complete data acquisition
system.
Measurements acquired on the real system allow
understanding and analyzing the actual behavior of the
train, and eventually improving it, if necessary, before the
equipment reaches the jobsite.
INTRODUCTION
In the Oil & Gas Industry applications of Variable Speed
Drive Systems (VSDS) are continuously increasing. The
main features that make them attractive for Oil & Gas
compression trains are the adjustability through a wide
range of rotational speeds and the fast response in terms of
mechanical output torques of the motor [1-3]. In addition to
this, VSDSs are very reliable and do not require special
maintenance [4].
In gas turbine applications, VSDSs can be used as a starter/
helper motor, starting the train and giving the possibility to
keep the train output power constant, even in case of
changes in environmental conditions where turbine output
power decreases; furthermore VSDSs can be used as a back
up source of torque in case of a degraded mode operation of
the Gas Turbine (for instance in case of reduced availability
of fuel gas, emission control, etc.). This solution is largely
adopted in Liquefied Natural Gas (LNG) plants.
VSDSs are also widely used in motor compressor trains
(compressor driven by electric motor only) when a wide
speed operating range is requested for the compression train
(as wide as 30-105% speed range).
Nowadays, the interest of the Oil & Gas industry,
especially for LNG application, tends towards larger power
and longer trains.
With increased power and complexity of the train, torsional
stability becomes a crucial point for the design. The
feasibility of larger and longer trains is strictly related to the
capability of designing them from a torsional point of view.
In addition, good torsional behavior enables a coupling-
design for infinite life, hence contributing to savings in
maintenance and avoiding unplanned stops for replacement
of damaged parts [5-7].
The torsional study of a large LNG train with a gas turbine
and an electric starter/helper drive has to consider two
different effects.
First is the impact of the torque ripple due to harmonic and
inter-harmonic currents, which can excite the critical speeds
of the train, and negatively contribute to its torsional
response.
Second is the interaction between the mechanical and the
electrical system. Basically, the two systems are mutually
coupled and the behavior of one is reflected in the behavior
of the other.

Figure 2. LNG train overview

As shown in Figure 2, the Authors will refer to train
specific components reported in Table 1.

Item Meaning
GT Gas Turbine
CC1 Ethylene centrifugal compressor
CC2 Low pressure Propane centrifugal
compressor
CC3 Intermediate pressure Propane
centrifugal compressor
Figure 1. Typical LNG drive train configuration in SM Synchronous Motor
O&G applications C1 Gas turbine drive end side coupling
C2 Coupling between Ethylene and low
pressure Propane compressors
This paper discusses the second effect based on studies C3 Coupling between low and
carried out in a large LNG train driven by a Load intermediate pressure Propane
Commutated Inverter (LCI). It shows how control compressors
parameters of the frequency converter can be tuned to C4 Electric motor drive end side coupling
optimize the mechanical behavior and how the whole Table 1. Shaft-line abbreviations used in the paper.
system (electrical and mechanical) can be modeled to
predict the effect before the testing and commissioning of
the real system. TORSIONAL MECHANICAL MODEL
To optimize the behavior of the system during testing it is
also important to set-up an appropriate data acquisition A model with lumped polar moment of inertia and
system able to acquire electrical and mechanical massless spring has been used to study the mechanical
measurement signals. Particularly, acquisition of the behavior of the train [8]. Model parameters are calculated
mechanical alternating torques on the couplings give an according to API 684 and API617.
indication of the torsional behavior of the train and allow The equation of motion of the undamped system in
optimization studies and checks on the real system. matrix form is:

SYSTEM DESCRIPTION
J   K  0 (1)

The LNG train considered in this investigation is made of a
Gas Turbine, three Centrifugal Compressors and a
Synchronous Motor fed by a Load Commutated Inverter
(Rated Torque ~ 47000 [Nm], Rated Speed ~ 3600 [rpm]).
The Synchronous Motor is designed to work as helper,
providing motoring torque when the Gas Turbine cannot
provide sufficient power to compressors.
An overview of the train is showed in Figure 2.
Where [J] = inertia matrix (diagonal matrix, inertially
uncoupled equations), [K] = stiffness matrix (three-
diagonal matrix, elastically coupled equations), θ =
rotational degrees of freedom vector. The solution of this
equation can be obtained by assuming a simple harmonic
motion:
   0 e i t (2)

Introducing this solution leads to:

  2
I   J 1 K   0  0 (3)
 Torsional natural frequencies and mode shapes are
therefore obtained as the solution of the
eigenvalues/eigenvectors problem of the matrix [J]-1[K].
The normalized mode shapes of the first four modes are
shown in Figure 3.
Mode 1: 5.9517 Hz
Mode 2:11.5591 Hz
Mode 3: 19.5107 Hz
Mode 4: 23.1608 Hz
Figure 3. Torsional natural frequencies and mode
shapes
The equation of motion of the forced system is:
J   R   K  T (4)
Where [R] = damping matrix, T = applied torques vector
(synchronous motor torque, gas turbine torque and
compressors resistant torques). The identification of the
damping matrix [R] in this equation is very difficult and
can lead to inaccurate results.
The forced system has been studied in modal form [9]:
m q  r q  k q  Q   T T (5)
Where    q , [] = modal matrix (eigenvectors
arranged by columns), m    T J   = generalized
mass matrix, k    T K   = generalized stiffness
matrix. The generalized damping matrix [r] has been
obtained by introducing modal damping from estimation
procedures. The modes considered in this analysis are equal
to the number of couplings (four points of higher
flexibility) plus the rigid mode. Because the fifth mode lies
within the sub-synchronous frequency band, it has also
been considered.
Integrating the equation of motion (5) and considering
the relationship between modal and rotational coordinates,
the solution θ is obtained.
The response torque on a shaft section is calculated as:
M t ,i  k i  ( i 1   i ) (6)
where ki is the torsional stiffness between the degrees of
freedom θ i and θ i+1
It should be noted that the model is linear and all
coefficients are held constant. Therefore it cannot
reproduce potential non-linear effects, for example fluid-
dynamics cross coupling forces.
DESCRIPTION OF THE VSDS MODEL
The model of the VSDS consists of two parts, a model of
the power hardware and a model of its control system. The
hardware model includes an idealistic network and
transformer model (inductive, resistive), a power
electronics circuit model (LCI-type inverter, including
individual thyristor and snubber circuits) and an idealistic
electrical motor model (inductances, stator resistance and
back electromotive force).
The complete control system has been developed in the
same environment as used for the simulations. It is then
automatically compiled and transferred into the VSDS. This
avoids coding mistakes, since algorithms in simulation are
identical with the actual firmware running on the LCI.
Furthermore the simulation program runs on the same task
cycle times and under the same quantization as the real
application.
The mechanical model and the electrical model are coupled
in the motor model. This model generates a back
electromotive force (back-emf) voltage proportional, in
amplitude, to mechanical speed and with same frequency of
the motor-shaft. Speed deviations due to torsional effects in
the mechanical model become voltage variations of the
machine in the electrical model. The air-gap torque is
calculated from the electrical power and actual speed of the
motor.
The simulation is focused on the interaction between VSDS
control and the mechanical system. As for the control
system, very realistic behavior can be expected.
For the power and motor part, some model approximations
are considered. For the power part, ideal switching is
assumed, while all passive components are taken into
account. The model however excludes the field-exciter and
the rotor circuit of the synchronous motor.
The set-up is well suited to study torsional behavior in a
closed loop control system. Steady state behavior under
small signal disturbance can be efficiently simulated over
several seconds of real operation time. Simulations of train
start-ups and large transients are exceeding the present
scope, but are within reach when using a more detailed
synchronous motor model and assuming more
computational power. More sophisticated models of the
motor and the electrical network can be easily integrated for
further studies.

Power Part / Electrical System
VSDS Control
(real control code,
included in simulation) Torque Speed
Mechanical Model
Data Processing and Visualization
(trending, FFT)
Figure 4. Electromechanical Model
CLOSED LOOP SIMULATION STUDIES
The VSDS control reacts to any torsional response of the
mechanical system as variations of the motor speed, the
most important state variable. It is of utmost importance,
that all the control loops react in a stable and sufficiently
damped way.
The VSDS control and the inverter together have a control
bandwidth from torque reference to actual air-gap torque
which can overlap the first torsional modes of a large Oil &
Gas mechanical system. For this particular project, the
torque control bandwidth is 30Hz (3dB point). This shows
the importance of ensuring closed loop stability for the first
4 torsional modes, especially – but not exclusively – in
speed-controlled operation, where an overreaction to a
speed error induced by a torsional oscillation may excite
this torsional resonance even more. By adding disturbances
to the model, it is possible to analyze control loop
robustness and, in particular, sensitivity of internal control
parameters. By means of above mentioned studies, it is
feasible to prepare a base set of parameters such as
amplitudes, gain factors and phase shifts that can be further
optimized during testing to allow active damping.
In particular, the two control loops critical for this
application are: the inverter’s DC link current regulation
and the motor voltage regulation. The general strategy of
setting the control regulations is to make them as slow as
possible, and let the natural damping of the mechanical
system deal with excitations.
Fig. 5 shows the simplified control scheme with the critical
loops: Motor voltage control loop and DC current control
loop. Simulations indicated the gain of the motor side
control loop could negatively compensate the natural
damping of the mechanical system. Nevertheless, a certain
speed dependence of the motor voltage control loop was
required for system optimization reasons, which will not be
further discussed here. Simulations also indicated it is
critical the DC link current control loop holds against the
motor control loop, suppressing all possible sources of
instability in the control system.
DC-current Motor voltage
control Loop control Loop
Load
Line side
External
M
Torque Ref
Firing Firing
k
Logic Logic
PI Voltage
Current Ref Position /
Control
Speed
Figure 5. Two control loops related with first
torsional modes: Motor voltage control loop and DC-
current control loop
The DC link current regulator is generally well suited to
counteract instability between the mechanical and electrical
system. The reactor in the DC link is the closest source of
(short-term available) energy to the mechanical system and
will exchange energy with any torsional that is excited.
Increasing the gain in the DC link current control loop will
counteract this pumping of energy, which in the sense of
control theory poses an external disturbance (noise) to the
current control loop. The torsional frequencies are low
enough in comparison to the bandwidth of the LCI
converter so that lagging of the DC link current controller is
not a concern.
DESCRIPTION OF STRING TEST
INSTRUMENTATION
A complete Data Acquisition System has been set up on the
real system under test to validate it from electrical and
mechanical point of view. The set up gives the possibility
to collect, elaborate and store electrical, mechanical,
thermal and thermodynamic data measured in the
equipment under test [10].
Given the need to study the closed-loop behavior of the
whole electromechanical system and the torsional response,
synchronization of the acquisition of all variables (both
mechanical and electrical) is fundamental.
Moreover, the data acquisition system implemented is able
to perform real-time analysis in order to identify dynamic
events as soon as they arise. For example, real time FFTs
allow the excitation of natural modes to be discerned
almost immediately if something in the system is changed
during the tests. Waterfall diagrams are a convenient
graphical representation for the FFT output since they show
frequency content and variation in relation to time (figure
6). Time is along the x-axis, while frequency scale is on the
y-axis. Quantity under consideration (it can be a mechanical
variable such a torque or an electrical one such a current or
a voltage) is analyzed by means of a Fourier transform over
a sliding time window and the output is plotted on the
waterfall graph by using a colored scale, the color
indicating the strength of every single component:
 The verification of torsional parameters requires the
measure of torques transmitted between machines. So
during the string test campaign, two couplings have been
instrumented. Torque measurements are usually performed
in couplings since they are the most flexible elements in the
mechanical system and so they yield the highest
responsivity.
First, the C4 coupling (see the System Description section)
was instrumented in order to observe the torque which the
motor is transmitting to the train. Secondly, the C1
coupling, in which the first mode shape has a node, was
monitored, since the first mode is usually the most
problematic in electromechanical interaction.

The measurements were done using two different methods:

Torque on C4 coupling was acquired using a strain gauge
[11], while C1 coupling was monitored using a Phase Shift
Figure 6.Typical waterfall diagram method.

Natural frequencies of the train are visible as continuous

bright horizontal lines (the light color indicates that their
value is low) that get darker when they get excited.
Acquired physical variables can be real-time processed in
order to calculate derived quantities (for example the motor
electromagnetic torque from the electrical measurements
taken on the motor, the load of the compressors from the
thermodynamic quantities etc.).
All variables are recorded and stored on a permanent media
with full resolution. This allows further investigations after
the test for in-depth analysis of the system behavior.

The acquisition system for the electrical variables is

depicted in figure 7.

Figure 8. Strain gauges on coupling [2]

The latter method requires a measurement of the relative

angular position of two sections. The torque is calculated
by measuring the angular position θ1 and θ2 of two adjacent
sections, and multiplying their difference with the torsional
stiffness kt of the element which connects them:

T  k t   1   2   k t    (7)

The quantity ∆ϑ is proportional to the ratio between the

measured time shift ∆t and the time t elapsed to complete a
Figure 7. Test Instrumentation set-up revolution (see Fig. 9).
t
 rad    2 (8)
All electrical variables related to the main motor have been t
acquired by means of external current and voltage probes.
Additional measurements on internal quantities (such as
DC-link currents, motor electromagnetic torque, etc…)
have been performed by means of an optic fiber digital link
with the LCI converter control board.

Figure 9. Phase shift
A toothed wheel with a circumferential pickup is installed
on each of the two sections; the rotation of the toothed
wheel will generate a sinusoidal signal in a magnetic
measurement device, and the phase of this signal will give
the information about the current angular position of the
section.
Figure 10. Toothed wheels with circumferential pickup
TESTING & SIMULATION RESULTS
COMPARISON
Two different settings of the DC link current controller are
simulated and compared with results obtained from the
validation testing campaign on the train. Results are shown
for the mechanical torque at the coupling between the
motor and the first compressor as well as for the DC link
current of the VSDS.
A low gain of 0.3 in the DC link current control is
investigated first. The train is driven at nominal speed by
the gas-turbine, and then the VSDS starts to operate and
apply torque. Fig. 11 shows the simulated and measured
spectrum of the mechanical torque in a waterfall analysis
over the first 10 seconds after activation of the VSDS and
its controls. It can be seen the second and third torsional
mode are excited. The second mode even continues to rise
in amplitude over time, because the natural damping of the
second torsional mode is compensated by the selected
control interaction.
The control behavior that leads to excitation of the second
torsional mode can be described as follows: The motor
voltage control loop sees the torsional oscillations in the
back-emf voltage, which it rectifies to the DC-link. This
results in a pulsation of the energy stored in the DC reactor.
Fig. 12 shows how the frequencies of the first two torsional
modes appear in the DC-link current, together with other
frequencies resulting from inverter switching. The pulsation
of the first two torsional frequencies in the DC-link current
will in turn appear as pulsation of same frequency in the
motor current and thus in the motor torque. Depending on
their phase shift versus the speed oscillations of the motor,
those air-gap torque pulsations will further excite the
respective torsional resonances.
The system can be stabilized by modification of the motor
voltage controller or by stronger damping of the DC-link
current by means of its controller.
The effect of the later approach is shown in Fig. 13 and 14.
The DC link current controller gain is increased to 0.65.
This leads to stronger correction of DC current deviations
by means of the line side inverter and oscillations in the DC
current are suppressed, as shown in Fig. 13. Consequently,
the oscillations are also eliminated from the mechanical
torque, as shown in Fig. 14.
OUTLOOK
There are several directions for future research. An
integration of a more detailed synchronous motor model
will allow studies of transient conditions. The model of the
line-side can be extended in order to include the harmonic
filters and more detailed models of the network. Models of
the power generation can be added to the network, in order
to study interaction between the generator control and other
large consumers found in an LNG plant.
Additional simulations showed that correct phase behavior
of the control system (measurement chain, torque-reference
chain) but also of the motor model is of utmost importance
for investigations on the border of instability. At low
current controller gain, the first two torsional frequencies of
the investigated train were not excited in simulation if the
lagging of the measurement chain was reduced. Future
research work should focus on how to extract and identify
the phase behavior already from the engineering design
data of a train and VSDS.
 high gain
Electric motor torque [kNm]
low gain
37.2
3.4

LCI DC link current [A]

18.6
1.7

0
0

Frequency [Hz] time [s] Frequency [Hz] time [s]

Simulation Simulation

high gain
Electric motor torque [kNm]

low gain 37.2

3.4

LCI DC link current [A]

18.6
1.7

0
0

Frequency [Hz] time [s] Frequency [Hz] time [s]

Measurement Measurement

Figure 11. Spectrum of mechanical torque after VSDS Figure 13. Spectrum of DC link current after VSDS
activation with low gain DC link current control activation with high gain control
(100% speed; torque set-point = 20%) (100% speed; torque set-point = 20%)
Electric motor torque [kNm]

low gain high gain

37.2 3.4
LCI DC link current [A]

18.6 1.7

0 0

time [s]
Frequency [Hz] Frequency [Hz] time [s]
Simulation Simulation

low gain
Electric motor torque [kNm]

high gain
LCI DC link current [A]

37.2 3.4

18.6 1.7

0 0

time [s]
Frequency [Hz] Frequency [Hz] time [s]
Measurement Measurement

Figure 12. Spectrum of DC link current after VSDS Figure 14. Spectrum of mechanical torque after VSDS
activation with low gain control activation with high gain DC link current control
(100% speed; torque set-point = 20%) (100% speed; torque set-point = 20%)
CONCLUSION Authors would also to thank the Ge Oil&Gas, GE Auxiliary
System Engineering GEAR team for the support provided
The torsional behavior of the mechanical system was in modelling the mechanical part of the system and in
studied in connection with the control system of the VSDS. couplings fatigue verifications.
The simulation shows excitations in addition to the In addition the authors would like to thank the System
torsional excitation of the mechanical system due to Simulations group of ABB MV Drives for the support in
switching of the electrical system. Proper system design the simulations of the VSDS.
will ensure that those excitations do not harm the
mechanical system. Open-loop LCI converter output BIBLIOGRAPHY
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ACKNOWLEDGEMENTS Seventh Edition, American Petroleum Institute,
Washington, D. C.
The authors would like to thank the “GE Advanced API Standard 684, 2002, “Lateral Critical Speeds,
Technology/GE Oil&Gas Technology Laboratory, Test Unbalance Response, Stability, Train Torsionals and
Data Analysis (TDA)” team, the “GE Oil & Gas Eng Rotor Balancing”, Second Edition, American
Rotordynamics” team, the “GE Oil & Gas ENG PA EDES” Petroleum Institute, Washington, D. C.
for the support during the tests and during the data analysis.