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1036

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-23, NO. 6, NOVEMBER/DECEMBER 1987

Vector-Controlled Cycloconverter Drive for


Icebreaker
WALTER A. HILL, RICHARD A. TURTON, ROBERT J. DUNGAN, AND C. LOUIS SCHWALM

an

Abstract-A high-power high-performance variable-speed drive system using a cycloconverter-fed synchronous motor is described. The control uses the field-orientation principle to give the drive system good steadystate and dynamic performance criteria. The accuracy of the field orientation is improved with the use of current regulators operating in the airgap flux reference frame. The system was manufactured to deliver 16 000 hp to the twin propeller shafts of a Canadian Coast Guard icebreaker. The electric components of the system were tested as a unit in the factory and the desired system performance was achieved.

TORQUE

C.FLUX

I. INTRODUCTION

phnse

cx'

THE use of cycloconverter-fed synchronous motor drive systems is increasing in high-power low-speed applications such as grinding mills, rolling mills, and ship drives. These drives have become attractive because of the robust construction of the synchronous machine and the excellent dynamic response that can be obtained when these machines are fed by cycloconverters. Since these drives are expected to offer the same fast dynamic response as variablespeed dc drives, provision must be made to control the electrical torque quickly in proportion to a torque reference generated by the speed controller. The same applies to magnetization. Both control operations must be decoupled so that one must influence only the torque and active power while the other must influence only the magnetization and the reactive power. The vector control, which operates on the principle of field orientation, attempts to decouple the nonlinear characteristics of the synchronous motor and give the ac drive characteristics normally associated with variable-voltage dc drives. Since the torque of the synchronous machine is proportional to the cross product of the air gap flux and the stator current, the fieldoriented vector control system tries to impress the stator current in such a manner so that it is in quadrature with the air gap flux. Fig. I shows the vector diagram of the current and flux components in the various reference systems. The three-phase stator currents can either be represented by three vectors in the abc reference frame or can be transformed into the two-phase alpha-beta reference frame. Both of these reference frames are called stationary reference frames because they are related to
Paper IPCSD 87-13, approved by the Inidustrial Drives Committee of the IEEE Industry Applications Society for presentation at the 1986 Industry Applications Society Annual Meeting, Denver, CO, September 28-October 3. Manuscript released for publication April 1. 1987. The authors are with the Motor and Drives Department, Canadi; n General Electric Company. 107 Park Street North, Building 2/3, Peterborough, ON, Canada K9J 7B5. IEEE Log Number 8715780.

AI

phose e

Fig. 1

Vector diagram of current and flux component.

phase a of the stator and the stator currents appear as sinusoidally varying quantities. The two-phase alpha-beta stator currents can either be resolved into two components lying along the direct (d) and quadrature (q) axis of the rotor or into two components lying along the magnetizing (M) and torque (T) axis of the synchronous machine. The last two reference frames are known as synchronous or rotating reference frames and allow us to view the stator currents and fluxes as dc quantities. The angle alpha (a) is the angular displacement between the rotor and phase a of the stator, while the angle gamma (y) is the angle between the flux vector and phase a. The difference between the last two angles is proportional to the load of the machine and is known as the load angle delta (6). The difficulties with applying the field-orientation strategy occur in detecting the magnitude and angle of the air gap flux vector at the low end of the speed range and enforcing the stator current near the top speed of the machine so that it remains in quadrature with the air gap flux.
II. POWER SYSTEM

driving three 6250 kVA synchronous generators. Depending on the load, one, two, or three of these synchronous generators are connected to the 4160-V bus, which feeds the cycloconverter transformers. The ship is driven by two 8000hp 145-180 r/min 14.5-18 Hz synchronous motors, which feature brushless excitation. Each of the two cycloconverters feeding the synchronous motors consists of three antiparallel six-pulse thyristor bridges, which feature optically coupled firing and operate without circulating current. The use of two 77-mm 4.5-kV thyristor cells in parallel for each leg of the

Fig. 2 shows a one-line diagram of the ship propulsion system, which is powered by three marine diesel engines

0093-9994/87/ 1100-1036$01.00 1987 IEEE

HILL el al.: VECTOR-CONTROLLED CYCLOCONVERTER FOR ICEBREAKER

1037

Fig. 2 Power system.

Fig. 3 Vector control system block diagram.

III. CONTROL SYSTEM STRUCTURE A functional block diagram of the field-oriented vector control for the synchronous motor is shown in Fig. 3. The

bridge allows a fuseless thyristor bridge design. Converter basic structure of the speed control loop is similar to that of a faults are cleared by suppression of thyristor gating with dc drive with the output of the speed regulator becoming the subsequent automatic restart of gating after the fault is cleared. torque reference. Note that the speed reference and torque Three consecutive faults within a preset time period causes the limit, as well as the enabling signal, come from two removal of all gating pulses and forces the operator to programmable controllers that interface each drive to the manually reset the drive. A log of all faults is kept and ship's load management system. displayed on a terminal attached to the drive control. The vector rotator block in cascade with the speed regulator converts the stationary flux-oriented current references into
sinusoidal stator-oriented current references. The instantaneous stator flux angle must be acquired and shifted 900 forward so that flux-oriented current references are transformed into

1038

IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS. VOL. IA-23. NO. 6. NOVEMBER/DECEMBER 1987

sinusoidal stator current references that are in phase with the stator voltage. Since the frequency of these sinusoidal current references is proportional to rotor speed, the synchronous machine is said to be self-clocked and not dependent on the supply frequency.

A. Current Control Loops The three stator current regulators are proportional controllers with a bandwidth of 200-300 rad/s. Since this bandwidth is not sufficient to ensure tracking accuracy for current V. FL(UX REGULATOR reference frequencies above 12 Hz, two current regulators Brushless excitation eliminates the need for slip rings on all operating in the magnetizing and torque axes reference frame are used to augment the stator current references so that the the synchronous machines. Even though this reduces the combined system is capable of tracking frequencies above the bandwidth of the synchronous motor excitation system, the relatively slow acceleration of less than 2.5 Hz/s inherent in design frequency of 18 Hz. The function of the two current regulators ahead of the this application allows the use of a brushless excitation system. current reference rotator is to control the magnetizing and The magnitude of the flux, which was indirectly measured by torque-producing components of stator current (Im and It) to the flux-sensing system, is subtracted from the flux reference be proportional to the magnetizing reference and torque and forms the error signal for the proportional-integral flux reference, respectively. Since it is most advantageous to regulator. The output of the flux regulator becomes a operate the cycloconverter at unity power factor [1], the reference to the stator current regulator of the ac brushless magnetizing current reference Imr is set to zero and the exciter. The rotor current of the brushless exciter (which magnetizing (Im) current regulator controls the phase of the operates as an induction generator) is rectified to provide stator current reference vector so as to regulate unity power excitation to the field of the synchronous motor, even at zero speed. factor. The torque reference coming from the output of the speed VI. VECTOR CONTROL IMPLEMENTATION regulator is used as a reference to the torque (It) current The vector control function, which requires extensive regulator. In addition, the torque reference is fed forward to be summed with the output of the torque current regulator. This mathematical calculations, is implemented by a 16-bit microallows the stator current regulators to react quickly to any computer. The vector control microcomputer sends three change in torque reference while the slower torque current stator current and three stator voltage references to the three 8regulator provides the accuracy that is inherent in any bit microcomputers, which regulate the three stator currents and provide the phase control to three reversing six-pulse proportional-integral controller. Note that the voltage command feeds the calculated three- thyristor bridges, which make up the cycloconverter. Each of phase voltage of the synchronous machine directly to the input the three stator current regulator microprocessors has its own of each cycloconverter, where it is summed with the output of interface card, which allows it to monitor the stator current its respective stator current regulator. The net result of this and output firing pulses to the thyristor bridge via an optical action is to reduce the interaction between the magnetizing- link. The 16-bit microcomputer has its own digital and analog and torque-current regulators [2]. input and output cards, which allow it to communicate with IV. FLUX SENSING the drive position, current, and voltage sensors, as well as to The basic task of the vector control is to determine the provide an interface to the programmable controller, which in magnitude of the stator flux and the angle between stator flux turn provides the speed and torque limit references to the and stator current, which is the field-orientation angle. Two drive. The programmable controller also sends digital signals indirect flux-sensing methods are used in this control system: to enable the drive as well receiving digital signals indicating the current-based method and the voltage-based method. The drive status. The four microprocessors and their interface current-based method relies on the dq model of the synchro- cards are housed in a breadbox-size card cage at one end of the nous machine and derives the flux and the associated field- cycloconverter lineup. oriented angle from a knowledge of the stator currents, the VII. DISCUSSION OF RESULTS rotor current, and the machine parameters as well as the rotor Prior to implementation of the full-scale system, the system position. Although this method is parameter-sensitive [3], it does work throughout the complete speed range including zero was tested on a 15-kW synchronous motor in the laboratory. The load for the laboratory machine consisted of a dc motor speed. The voltage-based method requires a knowledge of the fed from a reversing dc thyristor converter. In addition, a stator voltages and currents to calculate the stator airgap digital simulation of the cycloconverter system was carried out voltages of the machine. The integrated airgap voltages are to find out the basic characteristics of the vector control. proportional to the product of the flux and the sine and cosine Although the simulation helped visualize the drive responses, of the field-orientation angle. The magnitude of the flux and not all of the converter control could be simulated with

the field-orientation angle then can be calculated by the vector analyzer using basic trigonometric [41 formulae. The limitation of the voltage-based method is that the stator voltages disappear near zero speed, causing large errors of flux and making this method unusable below some minimun speed. The control strategy employed is to use the currentbased model to calculate flux and the field-orientation angle in the speed ranige from 0-10 percent (0-2 Hz), and to use the voltage-based method for the rest of the speed range.

HILL et al.: VECTOR-CONTROLLED CYCLOCONVERTER FOR ICEBREAKER

1039

sufficient accuracy for implementation. The laboratory setup was useful in pointing out the requirements that the vector control made on the stator current regulators and the power conversion equipment. The crucial link in the vector control is the response of the stator current regulators to sinusoidal 0-20 Hz references. If the stator current regulators can track a 20-Hz signal without any significant phase and magnitude error, then the elegant vector control strategy works very well. Because there are three stator current regulators and only two independent stator current paths, the system is interactive and the bandwidth of the stator current regulators is limited to below 300 rad/s. Although fine-tuning of the voltage commands can minimize the tracking error of the stator current regulators in the upper part of the speed range, the inaccuracies of the stator current regulators are such that they require the assistance of two current regulators, which operate in the synchronous reference frame. The magnetizing (Im) current regulator provides sufficient phaseshift to the current command signal to enable the proportional stator current regulators to enforce the phase of the stator current. The torque (It) current regulator appears to change the magnitude of the current reference signal to enforce the magnitude of the stator current. To improve the system power factor, the cycloconverter drive operates in trapezoidal mode when the frequency is above the base value of 14.5 Hz. At this point the output voltage of the cycloconverter is no longer sinusoidal but exhibits flat tops that resemble trapezoids. In thyristor converters the advance limit is always higher than the retard limit of the converter, which causes more severe trapezoidal operation in regenerating than in motoring. Although trapezoidal operation is attractive from a power systems point of view, it does lower the gain and the effectiveness of the stator current regulators, which in turn makes it more difficult for the vector control to enforce the desired stator current. The soft nature of the ship's power system makes it impossible to utilize all the fast dynamic characteristics of the vector control. Since the ship's diesel engines have only limited regenerating capabilities, the crash reversal rate is limited to 2 Hz/s, which gives the ship a top-to-top speed reversal time of approximately 18 s. Fig. 4 shows chart recorder traces of a crash reversal done during system tests in the factory, where the complete system was tested. Only the prime movers were missing; their place was taken by a 3000hp variable-speed dc drive, which supplied the losses of the back-to-back coupled cycloconverter drives. Fig. 5 is a photograph of the systems test setup in the factory. Extensive customer acceptance tests were conducted at the factory, which included 24 h of heat runs at 1 per-unit load, 2 h at 1.1 per-unit load, and 1.5 per-unit load for 1 min. The equipment included two out of three synchronous generators, two sets of cycloconverter transformers, the two cycloconverters, and the two coupled synchronous motors. To demonstrate the fast torque response of the vector control, a torque reference step was applied to the cycloconverter, and the resulting response in torque-producing current is shown in Fig. 6. Note that some of the apparent time delay between the change in torque reference (It*) and the change in

Fig. 4 Recordings of crash reversal tests.

torque current (It) is caused by delays in AID and D/A conversions that are necessary to display signals that exist in the microprocessor. The stator current Ia, which is an analog signal, shows a response time of less than 10 ms, while the torque current feedback signal (It) shows a dead time of 10 ms followed by a rise time of 10 ms.
VIII. CONCLUSION The dynamic and steady-state performance of the cycloconverter drive is equivalent to that of a dc drive of similar size. The maintainability of the synchronous machines should be better than the dc machines that they replace. Although each cycloconverter consists of three antiparallel thyristor converters, the total number of thyristor cells and gating circuits is similar to a dc drive converter of the same rating. Extensive use of microcomputers reduces the hardware required for the vector and converter control to a fraction of what would have been required in an analog implementation. The diagnostics provided in the digital drive make it easier to tune up and maintain.

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-23, NO. 6, NOVEMBER/DECEMBER 1987

Fig. 5 Systems test site.

-_ t

The power factor of the cycloconverter drive should be equivalent to the dc drive when operating in trapezoidal mode above base speed.
V.

NOMENCLATURE
I.

Va

Vo

V,
V* Vb*

I,
Flux

Id Iq Ie

Phase-a stator voltage. Phase-: stator voltage. Magnetizing voltage command. Torque voltage command. Phase-b stator voltage command. Phase-a stator current. Direct-axis stator current.

Quadrature-axis stator current.

1.

IT IM IMr

Exciter stator current. Stator current resolved onto torque axis. Stator current resolved onto flux axis.

I,

{d {q ika {: |;|
a

Time

msec.

-y

Fig. 6 Current regulator

response

to

torque relerence

steps at 13.6 Hz.

Wr K,

Magnetizing current reference. Phase-a stator current. Direct-axis flux linkage. Quadrature-axis flux linkage. Airgap flux * cos -y. Airgap flux * sin -y. Airgap flux magnitude. Rotor position. Field orientation angle, or angle between flux vector and phase a of stator. Rotor angular velocity. Synchronous machine voltage constant.

HILL et al.: VECTOR-CONTROLLED CYCLOCONVERTER FOR ICEBREAKER

1041

NORMALIZED EQUIVALENT CIRCUIT PARAMETERS

TABLE I

Rfr = 0.0026 R,,= 0.125

Rs =0.0102 Rd, = 0.833

= 1.04 Xldl XIf, = 0.191 Xiq,.r=0.176

X,3=0.112

Xd = 1.20 Xmq = 0.176

I fr

Xlfr

rfr

<
I Vfr

(Wr/Wb*ds

Iqr

QURORRTURE AXIS

Fig. 7 Equivalent circuit of synchronous motor.


APPENDIX

REFERENCES
[I] T. Nakano et al., "Cycloconverter-fed synchronous motor drive system," IEEE Trans. Ind. Appl., vol. IA-20, no. 5, pp. 1278-1284,
Sept./Oct. 1984. [2] K. Hasse, "Control of cycloconverters for feeding asyschronous machines," in Proc. 2nd IFAC Symp. Control in Power Electronics and Electrical Drives, 1977, pp. 537-546. [3] K. H. Bayer, H. Waldemann, and M. Weibelzahl, "Die TransvectorRegelung fuer den feldorienten Betrieb einer Synchronmaschine," Siemens-Zeitschrift, vol. 45, pp. 765-768, Oct. 1971. [4] L. J. Garces, "Parameter adaptation for speed controlled static ac drive with squirrel cage induction motor," IEEE Trans. Ind. Appl., vol. IA-16, pp. 173-178, 1980.
Walter A. Hill received the B.Eng.Sc. degree in electrical engineering from the University of Western Ontario, London, ON, Canada, in 1963 and the master of engineering degree in control systems from Carleton University, Ottawa, ON, Canada, in

SYNCHRONOUS MOTOR DATA

Each of the two synchronous motors used to propel the ship has the following characteristics:

number of poles power factor rated speed rated frequency rated power rated stator volts top speed number of phases

12 1.0 145 r/min 14.5 Hz 6170 kVa 1900 V line to line 180 r/min 3.

After selecting the line-to-neutral stator voltage as a voltage base, the rated kVA as a power base, and the rated frequency as a frequency base, the per-unit resistances and reactances are given in Table I. Fig. 7, which shows the equivalent circuit of the synchronous motor, also provides the nomenclature for the per-unit quantities used in Table I.
ACKNOWLEDGMENT

He joined the Drive Systems Engineering Department of the Canadian General Electric Company in 1965, where he has been involved with the design of drive systems for the steel, paper, mining, and marine industries. Richard A. Turton received the B.A.Sc., M.A.Sc., and Ph.D. degrees in electrical engineering from the University of Toronto in 1972, 1973, and 1977, respectively. From 1977 to 1980 he was employed by SPAR Aerospace in Toronto, ON, Canada, where he participated in the development of a linear induction motor drive for a new urban transit system. Since 1980 he has been with Canadian General Electric in Peterborough, ON, where he is engaged in the development of microprocessor control systems for

The authors wish to acknowledge the help received at critical phases of this project from Luis J. Garces, Loren Walker, and Dave Lippitt, all of the Canadian General Electric Company. Thanks are also due to Prof. Richard Bonert of the University of Toronto, who helped during the conceptual phase.

large ac drives.

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IEEE TRANSACTIONS ON INDUSTRY APPLICATIONS, VOL. IA-23, NO. 6, NOVEMBER/DECEMBER 1987


Robert J. Dungan received the B.A.Sc. degree in electrical engineering from the University of Waterloo, Waterloo, ON, Canada, in 1968. He joined the Process Automation Engineering Department of the Canadian General Electric Company
Limited in

C.

Louis Schwalm received the B.Sc.

(honours)

degree in electrical engineering from Queen's University of Kingston, ON, Canada, in 1976. Before entering the university he had worked for
several

the hydrogeneration, steel, and paper mill industries.


He

His involvement
is

Peterborough, ON,
was

in

in projects primarily serving


a

May

1968.

located in Peterborough. Mr. Dungan is a member of the Association of Professional Engineers of the Province of Ontario.

Engineer with the Product Development Engineering Group of the Motors and Drives Department

currently

Senior

Software

Design

Canadian Arctic. He stayed at Queen's University from 1976 to 1979 to take graduate courses and worked as a Research Assistant in a linear motor research laboratory. In September 1979 he joined
the Canadian General Electric

years

as a

Meteorological

Technician in

the

borough, ON, as a Control Design Engineer. His main design efforts have been in the areas of large dc drives and master mill controls for the steel industry and in ac cycloconverter drives for the Canadian Coast Guard's icebreakers.

Company

in Peter-

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