Marine Engineering Frontiers (MEF) Volume 1 Issue 4, November 2013
org/mef
Study of Starting Processes of Ship’s Electrical
Thruster
Nikolay Djagarov*1, Milen Bonev2, Zhivko Grozdev3
*1 Nikola Vaptsarov Naval Academy, Varna, Varna, 73, Vasil Drumev Str., Bulgaria
2.3 Electrotechnical Faculty, Technical University of Varna, Varna, 1 Str. Studentska, Bulgaria
*1jagarov@ieee.bg; 2bonevi@abv.bg; 3grozdew@yahoo.com
Abstract
In the present article, mathematical model of ship’s power
supply system is suggested including electrical thruster with
autotransformer starting. With the help of the created model
the process of starting is studied, and the results are
compared with those in direct starting. The results of the
simulations show the effectiveness of the autotransformer
starting that improves all parameters of starting process.
Keywords
Bow/Aft Thruster; Auto Transformer Starting; Mathematical
Modeling; Voltage Sag; Transient Process
Introduction
To ensure better maneuverability in modern ships,
bow trusters are widly used. The power of the
asynchoronous electric motors used for driving these
devices is comparable to the power of generators. The
starting process for these motors is very important for
the electric drive as well as for the ship’s power
supply system. The electric motors are started in the
presence of significant load on the shaft when the
starting current and torque reach maximum values
and exceed times their nominal values. This causes
overload of synchronous generators, a failure of the
main voltage in the net and distortion of normal
operation of the ship's electrical loads. The voltage dip
could reach 40% or more. The rotating torque of
induction motors is proportional to the square of
supply voltage, so the starting period and voltage dip
continue unacceptably long.
To overcome these negative effects, different methods
are used to ensure lowered voltage at starting period.
The most commonly used method is switching of
stator winding from primary circuit Y into work
circuit ∆, where the supply phase voltage and phase
current is reduced 3 and line currents – 3 times.
Moreover, during the launch into the stator circuit can
be included additional active or inductive resistances.
Switching of supply is also utilized through step-
down autotransformer having multiple levels of
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switching. The method of soft starter can be also
usedby means of static converter modifying the
supply voltage/frequency at specific law, besides both
phase and frequency regulation can be used. Common
disadvantages of these methods are the significant
reduction of starting and maximum torque of the
electric motor.
Switching Y-∆ is used in electrical drives with very
little load, besides by this switching peaks of current
and torque arise. The magnitudes of these peaks
depend on the electrical motor magnitude and phase.
By means of resistors in a stator winding big losses
arise and great heat is exuded from the starting current,
so this method is not used in high inertia loads.
The autrotransformer start reduces the peaks of both
current and torque, but the number of levels is limited
and this method fails to achieve high precision of
control. In contrast to the switching Y-∆, the previous
processes are closed only inside in autotransformer
thereby the peaks of current and torques are absent.
By this method, the time is reduced at all speeds and
at high time constant of the load the time of transition
processes may be greater.
Soft start ensures smooth variation of voltage and
current. The disadvantage of the soft start is the
relatively high cost of the converter and the creation of
harmonic components into the motor supply voltage
and in the current drawn from the network.
In the present article, the starting processes of ship’s
thrusters are studied with electrical drive in ship’s
power supply system at reduced voltage. This reduce
voltage is obtained by autotransformer. This is one of
the cheapest and most effective methods used for this
purposes.
The main purpose of the present study is to create
mathematical model with which help the regime of
starting of ship’s truster by different levels of the
supply voltage variation and obtaining information for
amendment of the basic parameters of the regime.
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www.seipub.org/mef Marine Engineering Frontiers (MEF) Volume 1 Issue 4, November 2013

FIG.1 DIAGRAM OF STUDIED POWER ELECTRICAL SYSTEM

systems, as suggested in [2].

Diagram of Studied Ship’s Power Electrical
Plant and Examinated Regimes The models of the system’s components (generator,
induction motor, the static load, step-up transformer
On Fig. 1, the diagram of studied power elec-trical
and autotransformer) are written as differential
system is shown including diesel generator 3,33MVA
equations in the Cauchy form with respect to their
with it's automatic speed and voltage regulators
(Governor), static active-inductive load, step-up currents.
transformer 2,6MVA 440/6600 V, autotransformer Moreover, the models are written in a coordinate
2MW and bow thruster with asynchronous induction system, which rotates synchronously with the rotor of
with motor 2MW. the generator. Bus voltages of the main switchboard
Autotransformer (Fig. 2) using contactors K1, K2 and (main switch-boards) are calculated using Kirchhoff's
K3 switches the supplied voltage to the induction first law in differential form.
motor on three stages 65/85/100% from nominal
Model of Synchronous Generator
voltage.
In matrix form, the model of the synchronous
generator will have the following shape:
d Is   A ss A sr   I s   Bss Bsr   U MSB 
= .  +  . =
dt  I r  G  A rs A rr  G  I r  G  B rs B rr  G  u f 
  

H s   Bss Bsr   U MSB 

=   +  . ; (1)
 H r  G  B rs B rr  G  u f 
d 1
= ωk (T m + T G ) ;
dt τm
where subscript s refers to the stator parameters and
variables, and subscript r - rotor; the elements of
matrices and vectors A and В are in function of the
FIG. 2 DIAGRAM OF AUTOTRANSFORMER
stator and rotor resistance and inductive impedance
and the rotor angular speed d , q, 0 ω k ; Tm - diesel
Mathematical Model of Studied Power
System engine torque; TG - the generator electromagnetic
torque; τ m - the turbine and generator mechanical time
For creation of mathematical model of studied power
system, non-iterative method is used for calculation of constant; u f - field voltage; U MSB - vector of MSB
transient electromechanical processes in electroenergetic voltage.

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i f  autotransformer.
i Gd  G   hG 
I Gs =  G  ; I r =  ig  ; H Gs =  Gd  ; Model of Distribution Network
i q  i   h q 
 h By the adopted models of elements of studied power
b11
G
0  u  system, it can be observed that the voltage vector of
BGss =  ;
G  U MSB
=  d .
 0 b 22   u q  main switch board is unknown. Its calculation is done
using Kirchhoff's first law in differential form.
Model of Induction Motor d d d
mG .I Gs + mL .I L + mM .I M
s = 0; (4)
In matrix form, the model of the induction motor will dt dt dt
have the following shape: where: mG = SG / SG , mL = S L / SG , mM = S M / SG -
scale factors, calculated as the ratio of the total power
d Is   A ss A sr  Is   Bss 
= .   +  = of the item to the full power of the generator.
dt  I r  M  A rs A rr  M
  .U MSB
 I r  M  B rs 
Substituting (4) derivatives of the currents through the
H s   Bss 
=   +   .U MSB; (2) right parts of the equations (1), (2) and (3):
 H r  M  B rs  M
mG .H Gs + mG .BGss.U MSB + mL .H L + mL .BL .U MSB +
d
=
1
(T M − T b ) ; (5)
ωr + mM .H M
s + mM .B ss .U MSB =
M
dt τm 0
where subscript s refers to the stator parameters and Then (5) can be transformed in terms of the unknown
variables, and subscript r - rotor; the elements of vector of MSB voltage:
matrices and vectors A and В are in function of the m .H G + mL .H L + mM .H M
U MSB = G Gs s
. (6)
stator and rotor resistance of motor and inductive mG .B ss + mL .BL + mM .B M
ss
impedance and the rotor angular speed d , q, 0 ω k ;
Algebric system of equations (6) allows calculating
U MSB - vector of MSB voltage, τ m - the mechanical time non-iterative MSB voltage, reducing many times the
constant of bow thruster, Tb - mechanical breaking necessary machine time for research.
moment of bow thruster, TM - electromagnetical
torque of motor. Study of Starting Process of Bow Thruster

i dM   h dM  b11
M
0  The starting processes of bow thruster by
s =  M  ; H s =  M  ; B ss =  .
M
IM M
M autotransformer is simulated and the results are
i q   h q   0 b 22 
compared with those of direct starting. The below
Model of Static Load figures show the results from performed simulation.
The start of motor takes place in t = 10 s and the
In matrix form the model of the induction motor will switching of autotransformer - at t = 14,16,17 s
have the following shape: respectively.
d Voltage IM
IL = H L + BL .U MSB ; (3)
A L .I L + BL .U MSB =
dt 1
where the elements of the matrixes A and B are
Induction Motor Voltage [p.u]

function of inductive and active resistance of load and 0.8

the angular speed of coordinate system d , q, 0 - ω k
i L  h L  b L 0 
I L =  dL  ; H L =  dL  ; BL =  11 L  . 0.6
i q   h q   0 b 22 
0.4
Model of Transformer and Autotransformer
The step-up transformer and autotransformer are
0.2
replaced by their full active and inductive resistances
IM Voltage (Autotr. Starter)
of dispersing included into model of induction motor. IM Voltage (Direct Starter)
0
The control of switching of the autotranformer 5 10 15 20 25
through contactors K1, K2 and K3 is simulated by Time [s]
modifying the voltage on the output of the FIG. 3 INDUCTION MOTOR VOLTAGE

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Rotor Speed Mechanical Characteristic

1
1
Induction Motor Rotor Speed [p.u]

0.8
0.8

Rotor Speed [p.u]

0.6
0.6

0.4 0.4

0.2 0.2
IM Rotor Speed (Autotr. Starter)
IM Rotor Speed (Direct Starter) 0
0
5 10 15 20 25 -0.4 -0.2 0 0.2 0.4 0.6
Time [s] Electromagnetic Torque [p.u]

FIG. 4 ANGULAR ROTOR SPEED OF INDUCTION MOTOR FIG. 7 MECHANICAL CHARACTERISTICS OF THE INDUCTION
MOTOR BY AUTOTRANSFORMER STARTING
Current IM
6 Mechanical Characteristic
IM Current (Autotr. Starter)
IM Current (Direct Starter)
5 1
Induction Motor Current [p.u]

0.8
Rotor Speed [p.u]

0.6
3

0.4
2
0.2
1
0
-0.6 -0.4 -0.2 0 0.2 0.4 0.6
0 Electromagnetic Torque [p.u]
5 10 15 20 25
Time [s] FIG. 8 MECHANICAL CHARACTERISTICS OF THE INDUCTION
MOTOR BY DIRECT STARTING
FIG. 5 INDUCTION MOTOR CURRENT
Speed Characteristic
Electromagnetic Torque
Induction Motor Electromagnetic Torque [p.u]

0.8 1

0.6 0.9

0.8
0.4
0.7
Rotor Speed [p.u]

0.2
0.6
0 0.5

-0.2 0.4

0.3
-0.4
0.2
-0.6 IM Electromag.Torque (Autotr. Starter)
0.1
IM Electromag. Torque (Direct Starter)
-0.8 0
5 10 15 20 25 0 1 2 3 4 5
Time [s] Current [p.u]

FIG. 6 ELECTROMAGNETICAL TORQUE OF THE INDUCTION FIG. 9 SPEED CHARACTERISTICS OF THE INDUCTION MOTOR
MOTOR BY AUTOTRANSFORMER STARTING

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Speed Characteristic SG Mechanical Power

0.6
1

0.9 0.5

SG Mechanical Power [p.u]

0.8

0.7 0.4
Rotor Speed [p.u]

0.6
0.3
0.5

0.4 0.2
0.3
0.1
0.2
SG Mechanical Power (Autotr. Starter)
0.1 SG Mechanical Power (Direct Starter)
0
0 0 5 10 15 20 25
0 1 2 3 4 5 6 Time [s]
Current [p.u]
FIG. 13 MECHANICAL POWER OF SYNCHRONOUS
FIG. 10 SPEED CHARACTERISTICS OF THE INDUCTION MOTOR GENERATOR
BY DIRECT STARTING
SG Delta
SG Voltage 40

1.1
30
1

0.9 20
Delta [deg]
Voltage [p.u]

0.8
10
0.7
0
0.6

0.5 -10
SG Delta (Autotr. Starter)
0.4 SG Voltage (Autotr. Starter) SG Delta (Direct Starter)
SG Voltage (Direct Starter) -20
5 10 15 20 25
5 10 15 20 25 Time [s]
Time [s]
FIG. 14 LOAD ANGLE OF SYNCHRONOUS GENERATOR
FIG. 11 MSB VOLTAGE
SG Exciting Voltage
SG Rotor Speed
6
1.008

1.006 5
SG Rotor Speed [p.u]

1.004 4
Uf [p.u]

1.002
3
1
2
0.998

0.996 1

0.994 SG Uf (Autotr. Starter)

0
SG Uf (Direct Starter)
SG Rotor Speed (Autotr. Starter)
0.992 5 10 15 20 25
SG Rotor Speed (Direct Starter) Time [s]
0 5 10 15 20 25
Time [s] FIG. 15 EXCITING VOLTAGE OF SYNCHRONOUS GENERATOR

FIG. 12 ANGULAR SPEED OF SYNCHRONOUS GENERATOR On the presented diagrams, the amendment of basic

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www.seipub.org/mef Marine Engineering Frontiers (MEF) Volume 1 Issue 4, November 2013
parameters of regime is shown: voltage, rotating speed,
current and electromagnetic moment of induction
motor; voltage, rotating speed, mechanical power,
loading angle and induction of synchronous generator.
The mechanical and speed characteristics of the motor
are shown.
The experimental results obtained as a result of
stimulation show the effectiveness of autotransformer
starting of electric thruster. The failure of voltage is
significantly reduced, the time of acceleration of motor
is reduced and the starting current of the motor is
decreased.
Conclusions
The starting process on the ship's electrical thruster
causes failure of the mains voltage, which disturbs the
work of other consumers, and of the device itself.
Non-iterative mathematical model of ship’s power
electrical system is created including electric thruster
performing autotransformer starting. The obtained
experimental results from the computer simulation of
electric thruster starting show its efficiency. The
created model can be used for designing of electric
thrusters and their control.
REFERENCES
Djagarov Nikolay F., A Method of Transient Electromechanical
Processes Modeling in Power Systems, 2009 IEEE
Bucharest Power Tech Conference, June 28th - July 2nd,
Bucharest, Romania, 6 p.
Djagarov Nikolay F., Ships Electrical Power Systems,
Technical University of Varna, 1997, 424 p.
McElveen Robbie F., and Toney Michael K., Starting High-
Inertia Loads, IEEE Transactions on Industry Applications,
Vol.37, No.1, Jan/Feb, 2001, pp.137-144
Recommended Practice for Excitation System Models for
Power System Stability Studies IEEE Standard 421.5-1992,
August, 1992.
Starting High Inertia Loads:. A Comparison of Starting
Options, Trends in Motor Management, Rockwell
Automation, Allen-Bradley, Publication 0193-2.16 - April
1998. https://rockwellautomation.custhelp.com/ci/fattach
/get/14793/1213391936
Yeager, K.E., and J.R.Willis, “Modeling of Emergency Diesel
Generators in an 800 Megawatt Nuclear Power Plant,”
IEEE Transactions on Energy Conversion, Vol. 8, No. 3,
September, 1993.
80
Nikolay F. Djagarov was born in
Bulgaria in 1948. He received the
M.Eng, Ph.D and Dr.Sc degrees in
electrical engineering from The Saint-
Petersburg State Electrical University,
Russia, in 1972, 1978 and 1994,
respectively. From 1972 to 1975, he
worked at Varna Shipyard as ships
electrical equipment designer, Associate Professor and Full
Professor in the Electrical Faculty of Technical University,
Varna, Bulgaria since 1979 to April 2013 (http://www.tu-
varna.bg/tu-va-naeeo/index.php?option=com_content&task=
view&id=15&Itemid=26). He is working in Nikola Vaptsarov
Naval Academy Varna since April 2013 as Full Professor
(http://www.naval-acad.bg/Bg/ orgstruktura/2fak/k-
22/NDjagarov.htm). His current research interests include
transient process and control of power systems, FACTS -
Flexible Altering Current Transmission Systems, Power
quality investigation and control, Electrical drive control,
Modeling and Control of Renewable Power Sources. Hi is
member of IEEE - Institute of Electric and Electronic
Engineers member, WSEAS – World Scientific and
Engineering Academy and Society, Member of Editorial
Board of WSEAS Transaction on Power Systems.
Milen. B. Bonev was born in Troyan,
Bulgaria on July 14, 1971. He graduated
from Elektrotechnical School, Gabrovo
and studied at the Technical University
of Varna. His employment experience
includes the Varna Port as head of
Electrical Engineers and Technical
University of Varna as assoc. professor.
Bonev received Ph.D degree Technical University of Varna
of subject ” Adaptive Stabilizers for Autonomous Power
Systems”. His current research interests include transient
process and control of power systems, FACTS - Flexible
Altering Current Transmission Systems, Power quality
investigation and control, Electrical drive control, Modeling
and Control of Renewable Power Sources. Hi is member of
IEEE - Institute of Electric and Electronic Engineers
memberand is working in Technical University of Varna as
Assiatant Professor since 2008. (http://www.tu-varna.bg/tu-
varnaeeo/index.php?option=com_content&task=
view&id=20&Itemid=26).
ZhivkoG. Grozdev was born in Varna,
Bulgaria on January 24, 1975. He
graduated from Elektrotechnical School,
Varna and studied at the Technical
University of Varna. His employment
experience includes the Zodiac Maritime
Shipping Agency as Ships Electrical
Engineer and Technical University of
Varna as assoc. professor. Grozdev received Ph.D degree in
Technical University of Varna on subject ” Adaptive Control
of Shunt and Series System Devices for Damping of
Oscillation in Autonomous Power System”. His current
research interests include transient process and control of
Marine Engineering Frontiers (MEF) Volume 1 Issue 4, November 2013 www.seipub.org/mef

power systems, FACTS - Flexible Altering Current of Electric and Electronic Engineers memberand is working
Transmission Systems, Power quality investigation and in Technical University of Varna as Assiatant Professor since
control, Electrical drive control, Modeling and Control of 2008. (http://www.tu-varna.bg/tu-varnaeeo/index.php?optio
Renewable Power Sources. Hi is member of IEEE - Institute n=com_content&task =view&id=19&Itemid=26).

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