Induction Motors Fed by PWM MV7000 Converters Enhance Electric

Propulsion Performance

Pascal MANUELLE*, Balakrishna SINGAM**, Sami SIALA***

* Converteam SAS
Parc d'activités Techn'hom, 24 avenue du Maréchal Juin, 90008, Belfort, France
E-Mail: pascal.manuelle@converteam.com

** Converteam EDC Pvt. Ltd.

12A, Kamak Towers, TVK Ind Estate, Gunidy, Chennai, India, 600032
E-Mail: balakrishna.singam@converteam.com

*** Converteam Group

1 Square John H. Patterson, 91300, Massy, France
E-Mail: sami.siala@converteam.com
URL: http://www.converteam.com

Keywords
Electric Propulsion, HTD Induction Motor, PWM Converter, Propulsion architecture, MV7000

Abstract
Recent progress in power electronics has opened a new area in power conversion and has enabled to
design high-performance medium voltage PWM converters. Such converters have allowed the use of
induction motors in electric propulsion systems bringing many advantages in terms of robustness and
efficiency. In the recent years, there is a huge demand by ship owners and ship yard operators for
electric propulsion based solutions in order to ease their maintenance efforts and to enhance their
efficiency and durability levels. The expected propulsion solution needs to be compact, robust,
competitive and easily installable. Two vital factors that decide the performance of an electric
propulsion system are choice of proper power electronic converter and type of motor for a given
application size. This paper presents a new electric propulsion strategy with a high performance IGBT
converter and a high torque density induction motor.

To achieve higher power density, higher switching frequencies and improved fault current limitation
capabilities, high performance press-pack IGBT devices were used in the PWM converter realization.
Use of NPC based 3-L converter also improves the motor control in terms of increased speed range,
constant magnetizing current for constant flux control and excellent control on motor torque via motor
active current. On the other hand, a novel high torque density induction motor is designed and
developed to suit particularly for navy and merchant applications. The optimized HTD motors were
able to satisfy all marine requirements such as larger airgaps (typically 5 to 8 mm), high efficiency
about 97.5%, optimized power density through pin ventilation laminations and safe operation in any
condition including a single-shaft line operation. In a large cruise liner and LNG carrier applications,
how reduced fuel consumption with savings in weight and space were achieved is also presented.

Introduction
The concept of electric propulsion system itself is well known and every day, more and more ship
owners are moving toward electric propulsion solutions. In this paper the high power electrical
propulsion system has been introduced based on large high torque density induction machines
specifically designed for marine propulsion fed by a new generation of medium voltage Press-Pack
IGBT (PPI) converters. This new machine / converter association has been designed to achieve High
performance and availability, High competitivity and Durability during the vessel cycle of life. The
system has been based on the new Press Pack IGBT, which together with de-ionised water-cooling and
appropriate modulation strategy give the ability to feed very high power induction machine. Very
large applications can be considered such as cruise liners, LNG carriers, crude oil tankers, container
ships, research vessels, silent vessels and military vessels.

Propulsion Design
Synchronous Motor to High Torque Density Induction Motor
Except for some rare exceptions, on modern ships, the DC electrical machines have almost
disappeared, certainly because of the complexity of their rotor which receives the main electric power
via the commutator, the rings and the brushes. This type of complex rotor is limited in terms of power
and voltage level. Moreover, for the same reason, this technology requires a high level of maintenance
which increases drastically the life cycle cost of the system. The potential of AC variable speed motors
have continued to fascinate electrical engineers throughout the world. With the emergence of high
power press pack Thyristors and the progress of electronic controllers, the following step saw a
generalisation of the use of the AC machines. When high power applications are considered, mainly
synchronous wound rotor machines were used. In this case, the rotor receives only the field current
which limits the sizing and the complexity of realisation. The rings and the brushes have been
removed by using an exciter and a rotating rectifier. The function of the commutator itself (current
commutation) is performed by using a static frequency converter in order to drive this type of machine
at variable speed.
Today, in the industrial market, from low up to medium ranges of power (from tens of kW up to
several MW), the standard squirrel cage induction motor is used as much as possible due to its
robustness and its economical interest. In the marine market, the induction motor has found a wide
range of applications in the following conditions:

• Fixed speed operation up to several Megawatts for controlled pitch thrusters, HVAC
compressors; when the network is powerful enough for starting sequence (DOL motors, soft
starters, auto-transformer starting etc…)
• Variable speed operation when fed via a voltage source inverter (VSI) for cranes,
compressors, fans and propulsion plants from hundred of kilowatts up to several megawatts.
At the end of the nineties, the arrival on the market of new higher performance power electronic
components like high power press pack IGBT, allows a new approach in terms of marine converter
design for high power variable speed propulsion motor supply. The performance of these new
components in terms of “power density / low losses / operational safety” compromise is more
favourable than any other component available in market, including IGCT or classical flat-pack IGBT.

The press pack IGBT (PPI) PWM converters are today available in a wide range of power from 4 MW
up to 33MW in 3,3kV up to 6,6kV. Consequently, the use of slow and medium speed high torque
density induction motors designed for the marine market is today available for merchant as for naval
market.

Technology
To design a modern range of PWM converters the fast switching semiconductors including IGCT and
conventional flat pack IGBT are replaced with press pack IGBTs. A three level neutral point clamped
PWM inverter is used with DC link. The main benefit of such an inverter arrangement is the low level
of current harmonics, decrease of motor losses and the current waveform is very close to a sine-wave
signal, and enables to reduce the pulsating torque produced by the motor like the radial forces
produced by air gap flux harmonics.
MV7000 Converter Design

The MV7000 frequency converters cover the medium and high power range from 4 up to 33 MW at
two motor voltages, 3,3 kV and 6,6 kV. They are water cooled PWM voltage source inverters and can
feed both induction and synchronous motors with dedicated high performance vector control. The
MV7000 converter is modular and features different options as regenerative front end or dynamic
braking chopper.
This converter range offers major benefits to design a modern and optimised propulsion plant:
• Quality of motor supply high grade torque / no motor de-rating / low noise signature
• Minimum network interference low harmonic / high power factor on the whole speed range
• Easy to maintain : integrated monitoring system / low component count / all front access /
modular construction
The following diagram (Fig.1) describes the main parts of the converter architecture

Fig. 1: MV7000 principle diagram and typical converter cubicle arrangement

High Torque Density Induction Motor

The use of IGBT switches in large drives induces a major impact on motor technology. When using
Thyristors, a synchronous type motor with natural Electro-Motive Force (EMF) is the only possible
choice enabling to provide the reactive power required for the inverter bridge commutation. The use of
PWM inverter based on IGBT’s allows the opportunity to move toward its optimal association with a
current source like an induction motor. The most critical aspects of a propulsion motor are obviously
its rotating parts. To improve the reliability of motor, specifically concentrated to simplify its rotating
parts.
From this point of view, the induction motor is clearly excellent and far above all other types of
electrical machines because it does not need direct electrical connection between the rotor and the
supply system, the transfer of energy between the stator and the rotor being done via common
magnetic field.

Short-circuit
rings

Copper bars

poles
connections
Rotating
rectifier
Exciter

Fig. 2: From Synchronous motor to Induction motor – the way to more simplicity
The Induction motor is advantageous due to its rotor has no components such insulated windings,
exciter, rotating diodes or permanent magnets. Only copper bars short-circuited by rings. Also Rotor
design optimised for low slip with low resistance cage and obviously low losses operation,
New technology allows large air gap consistent with Naval shock and low noise signature
requirements, Safe operation in any condition i.e. fast demagnetisation of the machine in case of stator
short circuit turn, Reduced acoustic noise and vibrations by slot skewing and Easy rotor removal
onboard.

A standard industrial induction motor is designed for Direct On Line (DOL) starting, in other words, it
is designed to start at fixed frequency, the most often at 60 Hz, either at full line voltage or at reduced
voltage (auto-transformer or soft-starter starting). In order to satisfy good starting conditions, the
performance at full load cannot be optimised because the squirrel cage resistance as the motor polarity
has to be chosen making a compromise between starting parameters and rated speed requirements.

Propulsion Architectures
New propulsion solution brings numerous advantages for both ship yards and ship owners and thus for
different class of vessels. The power plant as the propulsion plant will be impacted by a completely
revisited design providing in the first hand a lower initial investment (CAPEX) and in the second hand
a reduced through life operating cost (OPEX) of the vessels.

Impact on global system design

When compared to conventional Thyristors front end converters, the diodes front end arrangement of
PWM converters provides major benefits on the global system design like high power factor, Low
propulsion reactive power requirement, No variable firing angle operation inducing less network
harmonics disturbances. A 24 pulses reaction on the grid will eliminate the most powerful harmonics
and will ensure to maintain the HV bus voltage distortion within classification society requirement
without the need of harmonic filters even if the bus tie is opened. Optimised propulsion transformers
design due to the lowest reactive power flow requirement and lowest harmonic contain .Optimised HV
switchboard design removing harmonics filters feeders cells and reduced short circuit current of higher
power factor generators
Regarding the propulsion plant side, the association of a MV7000 PWM converter feeding an
induction motor will improve drastically the system performance and reliability. No excitation system
required leading to remove excitation converters and associated control system / cables / starters
etc…The PWM frequency converter is designed to provide the reactive power required by the
propulsion motor without any impact on the network power factor which remains close to one over the
whole speed range. The MV7000 feeds the motor windings with quasi sinusoidal current waveforms
(the distortion is typically below. 5%). Obviously, it reduces the total harmonic losses and participates
in the excellent propulsion plant efficiency which is higher than those commonly known with
synchronous motors fed by LCI.
Motor phase current (A)
Motor phase to phase voltage (V)

2000 400

0 0

-2000 -400

-4000 -800
0,18 0,2 0,22 0,24 0,18 0,2 0,22 0,24
time [s]

Fig. 3: MV7306 (3.3 kV, 6 MW) voltage and current waveforms

Excellent braking capability via dynamic braking choppers, the performance is only linked to the
braking resistors design criteria and is absolutely constant and completely independent of the network
configuration. Optimisation of total power cables requirement helps to use the high voltage motors
from 3,3kV up to 6,6kV according to the range of power. Very low pulsating torque level due to the
smooth harmonic-free stator current, will decrease the gear box mechanical stress and / or the structure
borne noise of the propulsion system. In addition, single winding motors with the same level of
redundancy and safety as previously dual winding machines are available now, providing a higher
availability when operated in half converter mode.

Large cruise liner typical architecture

As commonly required by the Cruise market operators, a typical architecture includes a fully
redundant propulsion system for each shaft line. For large Cruise liners, the basic solution will lead to
slow speed, direct drive induction motors feed by two completely redundant 6.6 kV electrical chains.

Cooling Unit

12 PULSES
ARRANGEMENT

DV/DT
FILTER

Fig. 4: Typical Single line diagram and MV7612 (6.6 kV, 12 MW) arrangement

For the front end arrangement, two 12 pulses transformers are feeding two MV7612 or MV7616 PWM
converters (respectively 12 MW and 16,8 MW per half motor supply). Due to phase shifted primary
windings, a 24 pulses network reaction is achieved avoiding the use of harmonic filters. Regarding the
machine bridge arrangement, two 6,6 kV inverters are connected in parallel with master / slave
automatic operation. They are feeding the single winding induction motor via a motorised insulating
switch. This fully redundant arrangement allows the operation in half converter with at least 50% of
torque in case of single failure.

LNG carrier typical architecture

The large majority of the LNG carriers are based on a single skeg hull shape arrangement. For this
situation, the most well known electric propulsion architecture is a single stage gearbox fed by two
medium speed motors for redundancy. The basic solution will lead to use two medium speed induction
motors, each one fed by a single 3.3 kV electrical chains. However, the internal arrangement of the
converter is based on two completely separated power systems (2 diodes front ends / 2 DC capacitors
banks / 2 PWM inverters) connected in parallel. For the front end arrangement, two 12 pulses
transformers are feeding a MV7312 or MV7316 PWM converters (respectively 12 MW and 16,8 MW
per motor supply). Due to phase shifted primary windings, a 24 pulses network reaction is achieved
avoiding the use of harmonic filters. Regarding the machine bridges, two 3,3 kV inverters are
operating in parallel. They are connected through two sets of 3,3 kV cables which will be paralleled in
the motor terminal box.
Fig. 5: Typical Single line diagram and MV7316 (3.3 kV, 16 MW) arrangement

The system benefits from a good redundancy level, assuming that if a single failure occurs on one
transformer or on one propulsion frequency converter, it will be possible to isolate the relevant half
converter disconnecting the main breaker and dismantling the dedicated “disconnecting bars”. It will
then be possible to run the propulsion motor with at least half torque. In this condition, the total
available propeller torque will be at least 75% of the rated one.
Taking into consideration on the Cruise market, the opportunity to replace the medium speed motors
and the gear boxes (mainly for twin skeg hull shape design) has been investigated. The use of slow
speed motors arrangement will permit to Increase the global propulsion efficiency saving the losses of
the gear boxes, Optimise the system maintenance cost, saving the gearbox maintenance and associated
spare parts and Increase the reliability and the availability of the propulsion plant

Fig. 6: Typical slow speed alternatives for LNG carrier - Twin skeg with classical PEMs (left) and
Single skeg with tandem motors (right)

Propulsion control principles

The machine bridge operates exactly in the same way as with the previous technology. The stator
winding is connected to the frequency converter, which provides in the same cables the reactive power
required producing the magnetic flux and the active power required to produce the electromagnetic
torque. The main objective of the vector flux control is to be able to decouple these two basic axes of
control. The principle is to use a theoretical software model of the internal parts of the induction motor
in order to be able to separate both components of the stator current. The current component which
will produce the flux is called the magnetising current. The current component which will produce the
torque is called the active current. This active current is directly proportional to the torque produced
by the motor.
At each motor operating point, the converter adjusts the value of the stator voltage (flux control) and
the value of the rotor slip via the stator supply frequency (torque control). From a practical point of
view, all this computation is completely transparent, as seen by the user, who can compare the control
of the induction motor to the control of a classical DC machine with separated excitation system where
the magnetising current has the same function as the excitation current and the active current has the
same function as the armature current of the DC motor.
The main difference is the way the network bridge (AEM) is operating. It has exactly the same ability
as the Machine bridge to control the energy flow in the four quadrants. During normal operation, the
AEM works as a sinusoidal rectifier ensuring a unity power factor of the propulsion plant on the whole
speed range.

MV7000

Network current and voltage

V V

Inverter current and voltage

Induct
mach

Fig. 7: AEM operating as a sinusoidal rectifier at unity power factor

In addition, the converter is able to operate as a static reactive power compensation system: as soon as
the rated fundamental current of the capacitor bank is not reached, the converter is able to adjust the
production of reactive power (capacitive or inductive) delivered to the network in order to control the
power factor of the power plant. In this situation, the AEM may be considered as a part of the power
plant as it is able to deliver reactive power to the network as a generator.
During ship manoeuvring and / or crash stop sequence; the propulsion motor is able to provide its
braking torque, in order to reverse the shaft line speed as soon as possible. During this sequence, the
AEM will manage the braking torque applied to the propeller, continuously adjusting the level of
power regenerated into the network in accordance with the ship service network capability.

AEM in motor mode : input voltage and current AEM in generation mode : input voltage and current

Fig. 8: AEM operating in motor mode and in generation mode

Towards an advanced propulsion system

This paper has presented a “technical tour” of an improved solution based on transformer-less PWM
converters feeding slow speed induction motors and has discussed its relevance for the next generation
of vessels.
Let’s be more progressive and imagine moving the slow speed induction motor from inboard
propulsion inside a pair of azimuth compact pods. Such an advanced alternative would bring the
existing set of pod benefits as: Improved manoeuvrability in all operating modes. When the pod is
steered, it works as a rudder combined with an azimuth thruster’s effect. The control of the ship is
facilitated, especially in manoeuvring mode with lateral wind and reduces the need of tugs to dock.
Improved global efficiency: It is recognised that azimuth pod propulsion is 5 to 10% more efficient
when compared to conventional shaft lines. High reliability compared to existing pod technology.
Optimal performance achieved while operating in Ice conditions and for Dynamic Positioning
systems. High integration ratio: the pod combines in a very compact design a large panel of functions,
i.e. as propulsion motor, thrust and radial bearings, steering gear and stern thrusters. Thus bringing
huge advantages for shipyards in terms of supplier management and installation on board.
Pod technology has been limited to niche markets alone, especially for vessels with high added value
and complex operational profiles like Cruise vessels and offshore applications requiring heavy DP
performances.
However, in the coming years, a new generation of azimuth pods like the compact pump jet pod would
help to optimise cargo space and significantly reduce the operating cost of Merchant vessels, bringing
major advantages:
• Higher performance: Pump jet pod technology has demonstrated at model scale in cavitations
tunnel and under hull in towing tank, a higher level of efficiency thanks to the absence of
rotational energy of the jet leaving the nozzle.
• Higher reliability: The pump jet concept limits stresses on the steering system and the shaft
line, as the nozzle act as a guide for water flow.
• Better compactness: The presence of the nozzle allows for a significant reduction in clearance
between the propeller and the hull, as it reduces cavitations and pressure pulses. The pump jet
pod could operate then with a lower immersion.
So the pod compactness would allow operating with a lower draft, while maintaining excellent
performance of the propulsion unit.

Fig. 9: Conventional shaft line draft in light weight voyage

Fig. 10: Pump jet POD draft in light weight voyage

For tanker and large LNG carrier applications: the pump jet pod compactness would allow a
significant reduction in ship ballast tank size by at least 50%. Therefore, it leads to drastically reduce
the hull resistance by at least 10% during light weight voyage, and obviously further benefits in fuel
consumption and associated emissions. The additional benefit of improved cargo tank capacity could
lead to a new LNG Carrier design that would significantly increase ship functions.
Conclusion
High Reliability, Low and easy maintenance, high performance, compact and competitive solution are
the ship owner requirements. To address these necessities, a new electric propulsion scheme with new
generation press-pack IGBT based PWM converter and optimized HTD induction motor is designed
and developed. The combination of MV7000 converter with new induction motor specially designed
for marine application would drastically improve the system performance in terms of supplying the
required reactive power without affecting the network power factor, reduced total harmonic distortion,
excellent dynamic braking capabilities and reduced torque pulsations. It is found that, replacing a HTD
induction motor in place of conventional synchronous motor gives more simplicity and high
performance. Use of single winding motors with the same level of redundancy and safety as dual
winding machines, higher torque would be available by operating in half converter mode which in turn
avoids the over sizing the winding design. The induction propulsion motor enhances size and weight
advantages with reduced number of components due to excitation system suppression resulting in an
optimisation of their production costs. When comparing the total fuel cost for one year operation with
a conventional electric solution, the global efficiency is roughly 1% higher, providing serious fuel cost
saving in the range of 50 to 150 k€ per year according to the type of vessel and its operational profile.
No consumable elements are used in the rotating parts, thus ensuring the minimal level of
maintenance. Finally, technological step towards an advanced propulsion system is detailed.

References
[1] H. GODFROID, P. BOSC, "Entrainnement de Grandes Puissance à Vitesse Variable", Revue ALSTOM,
N° 6, pp. 57-72, 1986.
[2] R. COURTAY, A. VIARD, "Propulsion Diesel - Electrique : La solution la mieux adaptée aux Navires de
Croisiere", Revue ALSTOM, N° 8, pp. 29-40, 1987.
[3] D. GONDOIN, F. MENNERON, "New diesel-electric propulsion system topologies", Conf. AES, 2000.
[4] M. DEBRUYNE, J.P. BATISSE, "Système de traction à IGBT de grande puissance", REE, N°5, pp. 30-39,
May 2002
[5] A. M. Hava, R. J. Kerkman, T. A. Lipo, “Simple Analytical And Graphical Methods For Carrier Based
PWM-VSI Drives,” IEEE Transactions on Power Electronics, Vol.14, pp. 49-61, January 1999.
[6] H. W. Van der Broeck, “Analysis of the harmonics in voltage fed inverter drives caused by PWM schemes
with discontinuous switching operation,” Conf. Rec. EPE, 1991, vol. 3, pp. 261–266.
[7] A. M. Hava, S. Sul, R. J. Kerkman, and T. A. Lipo, “Dynamic overmodulation characteristics of triangle
intersection PWM methods,” IEEE-Industrial Application Soc. Conf. Rec., New Orleans, LA, 1997, pp.
1520–1528.
[8] O. Harling, H. Raffel, B. Orlik, "Energy-efficient quasi-direct converter with reduced switching losses
using an intelligent modulation strategy", Conf. Rec. EPE, 2001.
[9] Dae-Woong Chung, Seung-Ki Sul, "Minimum-Loss PWM Strategy for 3-Phase PWM Rectifier", IEEE
Trans on Industrial Electronics,Vol.46,No.3, June 1999, pp. 517-526.