Competence 2 ETO (Electrical)

UNITEAM TRAINING LIMITED Course Code:
Lecture Notes for Electro-Technical Officer Updating Online UT-ENG-DMA-043

Course Rev-00
New developments of technology in electrical, electronic, control and

maintenance
2.1.(i) Soft Starter
A soft starter is a solid-state device that protects AC electric motors from damage caused by sudden
influxes of power by limiting the large initial inrush of current associated with motor startup. They provide
a gentle ramp up to full speed and are used only at startup (and stop, if equipped)
A motor soft starter reduces the mechanical stress on the motor and shaft, as well as the electrodynamic
stresses on the attached power cables and electrical distribution network.
Electrical soft starters can be any control system that reduces the torque by temporarily reducing the
voltage or current input, or a device that temporarily alters how the motor is connected in the electric
circuit.
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Doc Ref: Rev 00, Code UT-ENG-DMA-043, Electro-technical Officer Updating Online Course
Course Rev-00
Soft starters can reduce the torque by temporarily reducing the voltage or current input is
controlled by reverse-parallel connected silicon-controlled rectifiers (thyristors). A soft
starter consists of a number of anti parallel thyristors (two in each phase) or Triacs. These
thyristors are semiconductor components which normally are isolating but by sending a
firing signal, they can start to conduct, allowing the voltage and the current to pass
through.
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When performing a soft start, a firing signal is sent to the thyristors. Then the firing signal is
send earlier and earlier allowing a bigger and bigger part of the voltage to pass through the
thyristors. Eventually, allowing 100% of the voltage to pass through.
If the voltage is decreased to 50% of the full voltage, the current will be decreased to about
50% of the maximum current at that speed and the torque will be decreased to about 25%
of the maximum torque
When performing a soft stop, the opposite happens. At first, the full voltage is allowed to
pass through the thyristors and as the stop proceeds, the firing signal is sent later and later
allowing less and less of the voltage to pass through. Finally no more voltage is applied to
the motor and the motor stops.
With torque control, it is not the voltage that is ramped down. A torque ramp, it is not the
voltage that is ramped up or down linearly, it is the torque. This is done by using a
regulation loop where the torque is calculated by measuring both the voltage and the
current. This torque is then compared to the required torque and the voltage is adjusted so
that the torque is changed in the required way.
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The common setting parameters available on most of the soft starters.
Start ramp (soft start)

Stop ramp (soft stop)
Initial voltage ( for starting, torque)
Current limit
Step down voltage (for stopping)
Rated current
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2.1.(ii) Variable Frequency Drive (VFD)

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A variable frequency drive (VFD) is a type of motor controller that drives an electric motor
by varying the frequency and voltage of its power supply. The VFD also has the capacity to
control ramp-up and ramp-down of the motor during start or stop, respectively.
In addition,today’s drives integrate networking and diagnostic capabilities to better control

performance and increase productivity. So, energy savings, intelligent motor control and
reduction of peak-current drawn are three great reasons to choose a VFD as the controller
in every motor-driven system.
The most common uses of a VFD are for control of fans, pumps and compressors. A variable
frequency drive can vary the power supplied to match the energy requirement of the driven
equipment, and this is how it saves energy or optimizes energy consumption.
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The drive can dramatically reduce energy consumption when compared to direct-on-line
(DOL) operation. Drives have been controlled by a scalar method known as volts per hertz
(V/Hz), in which the drive maintains a constant voltage-to-frequency ratio in order to
maintain stable torque production. However, the V/Hz control scheme doesn’t allow tight
speed regulation and is limited in its ability to produce torque at low speeds. Vector control
enables more precise control of speed or torque and usually apply at speed control system
for marine electric propulsion systems, cranes, winches, conveyer, elevator, etc.
What is vector control?

The basic premise of vector control is to transform a three-phase system that is dependent
on time and speed into a two-coordinate (d and q), time invariant system.
AC motors have only stator windings but there are two components to the stator
current: the magnetizing current (d) and the torque-producing current (q). The
magnetizing current lags the voltage by 90 degrees, and the torque-producing current is in
phase with the voltage. A vector drive is able to control the two currents independently.
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Closed-loop vector control
When an encoder is used in conjunction with a vector drive to provide shaft position
feedback, the system is referred to as closed-loop. Information regarding the shaft position
allows the controller to determine if the torque output is incorrect. That is, if the shaft
overshoots the desired position, then too much torque is being applied, and vice-versa.
Based on shaft position, the voltage can be adjusted to increase or decrease the torque,
regardless of motor speed.
Open-loop vector control
Vector control without an encoder, that avoids the need for a feedback device by using a
mathematical model of the motor operating parameters. Rather than using a shaft encoder
to monitor position, the controller monitors the current and voltage from the motor. It
compares these values to the model, and then makes error corrections to the supplied
current, which in turn, adjusts the torque.
Usage of open loop and close loop vector control
Open-loop vector control provides tighter speed control, higher starting torque, and higher
low-speed torque than simple V/Hz control. A drawback to open-loop vector control is that
it has difficulty monitoring current at very low motor speeds. For this reason, open-loop
control is not recommended for applications that require holding a load at standstill. It can,
however, produce 100 percent of rated torque at speeds down to about 8 Hz, so it is
sufficient for most applications that require high torque at low speeds.
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The most significant benefit of closed-loop vector control is that it allows up to 200 percent
of the motor’s rated torque to be produced at 0 rpm. This is especially useful in applications
that require holding a load at standstill, such as cranes and hoists. Closed-loop vector
control is also very similar to servo control, since the shaft encoder can provide accurate
travel feedback.
Breaking a motor in electrical methods
During deceleration of the motor, the actual speed of the motor can be more than the drive
set point if the load inertia is more. The opposite torque against the normal running torque
is applied to bring the motor speed down as per the set point of the inverter frequency.
If actual speed of the motor is more than the synchronous speed the slip of the motor is
negative and the motor will act as a generator and, as a result, the motor starts feeding
energy to source side. The energy can be either dissipated in a resistance or can be fed to
the source for braking the motor.
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Method of Braking of Induction Motor Fed from VF Drive:

There are there methods that can be used for braking the motor.
1. DC injection in the stator of the motor
2. Dynamic braking
3. Regenerative braking
Dynamic braking in VFD Drives
When the motor is driving a high inertia load and if the speed of the motor is reduced by
decreasing the frequency, the speed of the driving equipment does not lower down
according to the set point of the inverter. In this condition, the actual speed of the motor is
more than the synchronous speed, and motor acts as generator and it starts feeding energy
into capacitor bank through IGBTs of the inverter. As a result of this, the voltage across the
capacitor bank increases. In normal condition, for 440 Volt drive, the voltage across
capacitor is 635 volts. However, if motor goes in generating mode the voltage across
capacitor bank increases.
The additional energy that gets stored in the capacitor bank during generating mode
operation needs to be dissipated for lowering the speed of the motor.
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When the voltage increases above its rated voltage, the drive sense it as a over voltage and
the controller switch on the dynamic braking transistor and the additional energy gets
dissipated in the braking resistor. The capacitor voltage returns to normal voltage level
after dissipating the additional energy in the braking resistor.
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Regenerative Braking
Regenerative solutions are a safe method of directing energy back onto the line. These
systems can pay back the cost of the regenerative device and the variable frequency drive
(VFD) operating the motor. Common regenerative solutions include fundamental front
ends, active front ends drive technology.
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2.2 Proportional control valves
Physically, proportional valves appear the same as their on/off solenoid counterparts. The
big difference is in the way their solenoid coils perform. Proportional coils operate on DC
current and produce varying force with varying voltage (typically PWM).
The symbol shows the solenoid slash in the operator box with a sloping arrow through the
slash. This indicates the solenoid has variable force that moves the spool more or less as
voltage increases and falls. The other indication on the symbol that shows the spool is
infinitely variable is the parallel lines down both sides of the boxes. Proportional valves
operate similarly to manual valves, but they use electronics instead of hand power.
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To give better spool control, a linear variable-displacement transducer (LVDT) is added to

the basic valve. The cutaway view and symbol in Figure represent a proportional direction
control valve with an LVDT. Feedback from the LVDT tells the electronic controller the
spool’s position and makes sure it goes to the same place when it receives the same signal.
With this arrangement, the spool always shifts to an exact location and opens the same size
orifice so it can pass the same flow when pressure drop and viscosity stay the same.
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Valve driver unit Proportional

(amplifier unit) valve tester
The symbol for a direct-operated proportional valve is shown. The four squares in the
symbol represent the number of positions in which the valve spool can be shifted. When
there is no power to the valve coil, the spring will shift the spool to the position shown on
the far left. This is known as the “fail safe” position. In this condition, all flow is blocked
through the valve.
The symbol for the solenoid indicates that the valve is at off position as there is no variable
electrical signal. This is usually 0-10 volts, 0-20 mA , 0-1000 mA, 0-2000 mA, etc . The “S/U”
symbol on the valve represents the linear variable differential transformer (LVDT), which is
used to electrically specify the position of the valve spool. The feedback from the LVDT is
normally a direct current (DC) voltage signal.
To operate the valve, an amplifier and power supply are required. The power supply is
typically 24 volts and is used to power the amplifier. The command voltage is input from
the programmable logic controller (PLC) and determines the position of the valve spool. The
“enable” is a relay from the PLC that must be made to send a current signal to the
proportional valve coil. In some cases, the enable signal is not used.
When the power supply is turned on and the enable relay is not made, the LVDT will send
feed back to the amplifier, signifying that the spool is in the “fail safe” position, then PLC
will activate the failsafe relay. Once the enable relay is closed, a current signal will be sent
to the solenoid.
The current creates magnetism in the coil, which pulls in a plunger to shift the spool. Since
the command voltage (input to amp) is zero volts, the spool will then be shifted into the
“electrically closed” position .
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To move the linear positioner, a command voltage is input into the PLC. The amplifier
converts the command voltage into a current signal, which is applied to the valve coil. If a
command voltage increase at input into the amplifier, the amplifier will then send a higher
current to the valve coil. This shifts the valve spool into the new position.
Proportion directional valve with manual

operation handle (single solenoid coil)
Proportion directional valve with manual

operation handle (double solenoid coil)
Pulse Width Modulation (PWM)
Pulse-width modulation (PWM) is a technique often used to allow the control of the power
supplied to electrical devices. The average value of voltage (and current) fed to the solenoid
is controlled by turning the power switch on and off at a fast rate.
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The longer the switch is on compared to the off periods, the higher the total power
supplied to the solenoid. The term duty cycle describes the proportion of 'on' time, t1, to
the cycle duration, T. A low duty cycle corresponds to low power, because the power is off
for most of the time. Duty cycle is expressed in percent, 100% being fully on.
A normally closed solenoid control valve, with zero current fed to the coil, the spring
pushes the plunger downwards to a fully closed position, therefore the valve in maintained
close. Applying current to the coil generates a magnetic field to move the plunger upward
against the return spring. At 100% duty cycle, power is fully fed to the solenoid and the
valve is maintained open. Duty cycles between 0 to 100 percent range proportionally
change the flow of the valve. For example, a duty cycle of 50% fed to the solenoid moves
the spring and the plunger to 50% of the operating range.
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Electro hydraulic steering gear
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2.3 Electronically control marine cam-less engines

The two major manufacturers of two stroke crosshead engines have both introduced a
camshaft-less engine. Sulzer call theirs the RT Flex engine, and MAN B&W call theirs the ME
intelligent engine. Both engines use electrical and engine driven axial piston pumps to
pressurise servo oil rails to 200 bar which are then used for fuel injection and exhaust valve
operation. In addition , the servo oil to drive the cylinder lubricator units.
Although they both work without a camshaft and use computers to control, fuel injection,
exhaust valve operation and air starting, the method of fuel injection is different.
A rotary encoder, also called a shaft encoder, is an electro-mechanical device that converts
the angular position or motion of a shaft or axle to analog or digital output signals. ... The
output of an absolute encoder indicates the current shaft position, making it an angle
transducer.
RT – Flex Engine
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WECS-9520 Wartsila Engine Control System
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Structure of WECS
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Wartsila Engine Control System (WECS)
The injection control units (ICU) are placed on top of the fuel rail unit but injection control
valves are activated by servo oil pressures which are supplied through electrically operated
rail valves. The amount of fuel injection are measured by fuel quantity sensors (FQS).
The exhaust valve control units (VCU) are placed on top of the servo rail unit and activated
by rail valve on VCU unit and exhaust valve position feedback sensors send the position
signal to corresponding electronic control units (FCM-20).
FCM-20
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Sulzer use a pressurized fuel rail using a set of jerk type pumps driven by a three-lobe cam
geared to the crankshaft. The pumps are variable delivery fuel pump which are controlled
electrically by the engine computer.
The engine computer system known as the Wartsila Engine Control System (WECS)controls
the delivery from the common rail to the individual cylinders via the volumetric injection
control system.
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When the Rail Valves are energized for injection by the Valve Driver Module, oil from the
Control oil Rail opens the Injection Control Valves. The fuel injectors are pressurized and
fuel oil pressure behind the Fuel Quantity Piston maintains this pressure at the injectors. As
the Piston moves to the left a feedback signal is sent to the Cylinder Control Module. At low
engine load the control system cuts out one of the three injection valves per cylinder.
At very low load two of the three injection valves are cut out. This is used to avoid visible
smoke emission and to reduce fuel consumption. It is possible to reduce engine load to 10%
with engine revolutions as low as 7RPM.
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① exhaust rail valve

② exhaust control valve
③ isolated transmission device
④ exhaust valve
⑤ air spring
The exhaust is opened by servo oil pressure

and closed by and air spring. Stroke of the
valve spindle is measured by 2 analogue
position sensors (4-20mA) for a feed back to
WECS-9520.
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A solenoid operated proportioning valve

(the FIVA valve - Fuel Injection Valve
Activation) allows the pressurized servo oil
under a hydraulic piston. This then moves
the fuel pump piston upwards, raising the
fuel pressure and opening the injection
valves.
A nitrogen filled accumulator maintains

the hydraulic servo oil pressure during the
operation of the pump.
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The exhaust valve actuator replaces the cam operated exhaust valve hydraulic pump on
both make of camshaft less engines. Both working on a similar principle, servo oil at 200 bar
is used to operate a piston which operates the exhaust valve "hydraulic push rod" The oil
for operating the "hydraulic push rod" comes from the main engine LO supply via a non
return valve.
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The air start system is similar to that on a conventional engine except there is no need for a
mechanically driven distributor to open the air start valves at the correct time.
Instead of a camshaft driven, reversing air start distributor, each air start valve is opened at
the correct time by the engine computers sending a signal to a solenoid controlled nc
(normally closed) valve. The timing of the air start valves will vary depending on the number
of cylinders, but they will be open for a long enough period to allow overlap, so that a valve
opens before the previous valve closes. The nominal opening can be considered as 0° (TDC)
and closing at 110° ATDC.
The computer knows when to send the signal because it is receiving information as to the
crankshaft position from the angle encoders which measure crankshaft position and RPM.
When the engine has reached firing speed the computers shut off the air and introduce the
fuel.
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1. Engine interface control unit (EICU)

completely redundant units, Handles the interface to external systems
2. Engine control unit (ECU)
2 or more completely redundant units, Handles the engine specific control functions
(the governor)
3. Cylinder control unit (CCU)
1 for each cylinder unit, handles the cylinder specific functions
(fuel injection, exhaust v/v activation, starting air v/v activation, cylinder lubrication)
4. Auxiliary control unit (ACU)
3 units (no redundancy), handles the auxiliary systems
(aux blowers, hydraulic power supply )
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Competence 2 ETO (Electrical)

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Competence 2 ETO (Electrical)

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UNITEAM TRAINING LIMITED Course Code:

Lecture Notes for Electro-Technical Officer Updating Online UT-ENG-DMA-043

New developments of technology in electrical, electronic, control and

The common setting parameters available on most of the soft starters.

Start ramp (soft start)

2.1.(ii) Variable Frequency Drive (VFD)

In addition,today’s drives integrate networking and diagnostic capabilities to better control

What is vector control?

Closed-loop vector control

Open-loop vector control

Usage of open loop and close loop vector control

Breaking a motor in electrical methods

Method of Braking of Induction Motor Fed from VF Drive:

Dynamic braking in VFD Drives

2.2 Proportional control valves

To give better spool control, a linear variable-displacement transducer (LVDT) is added to

Valve driver unit Proportional

Proportion directional valve with manual

Proportion directional valve with manual

Pulse Width Modulation (PWM)

Electro hydraulic steering gear

2.3 Electronically control marine cam-less engines

WECS-9520 Wartsila Engine Control System

Wartsila Engine Control System (WECS)

① exhaust rail valve

The exhaust is opened by servo oil pressure

A solenoid operated proportioning valve

A nitrogen filled accumulator maintains

1. Engine interface control unit (EICU)

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