Transient Stability Analysis On AHTS Vessel Electrical System Using Dynamic Positioning System

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Transient stability analysis on AHTS vessel electrical system using dynamic

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International Journal of Mechanical Engineering and Technology (IJMET)
Volume 10, Issue 02, February 2019, pp. 461-475, Article ID: IJMET_10_02_048
Available online at http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=10&IType=2
ISSN Print: 0976-6340 and ISSN Online: 0976-6359
© IAEME Publication Scopus Indexed
TRANSIENT STABILITY ANALYSIS ON AHTS

VESSEL ELECTRICAL SYSTEM USING
DYNAMIC POSITIONING SYSTEM
Sardono Sarwito
Doctoral Program, Department of Marine Engineering,
Institut Teknologi Sepuluh Nopember, Surabaya, 60111, Indonesia
Semin
Professor of Marine Engineering, Department of Marine Engineering,
Institut Teknologi Sepuluh Nopember, Surabaya, 60111, Indonesia
Muhammad Badrus Zaman

Department of Marine Engineering, Institut Teknologi Sepuluh Nopember,
Surabaya, 60111, Indonesia
Soedibyo
Department of Electrical Engineering, Institut Teknologi Sepuluh Nopember, Surabaya,
60111, Indonesia
ABSTRACT
The addition of dynamic positioning system on offshore auxiliary vessels leads to
the installation of a large powered bow thruster. Unpredictable fieldwork conditions
lead to uncertain loading. Changes in electrical system configuration and load
shedding scheme are just a few of the many ways to maintain electrical system
stability. This method is done in order to balance the generator mechanical power
generated with the load needs. The configuration changes has been made and the
result was that the closed bus of 2 generator thruster and 2 diesel generator
configurations have excellent stability that can reach stable conditions with 110%
loading on each bow thruster. While Rhe closed bus configuration of 1 thruster
generator and 2 diesel generator provides an opportunity to rest 1 generator thruster
to save generator usage. However, the stability of this configuration can be improved
by conducting a load shedding scheme
Keywords: Dynamic positioning system, transient stability, system configurations,
load shedding.
http://www.iaeme.com/IJMET/index.asp 461 editor@iaeme.com

Transient Stability Analysis on AHTS Vessel Electrical System using Dynamic Positioning
System
Cite this Article: Sardono Sarwito, Semin, Muhammad Badrus Zaman and Soedibyo,
Transient Stability Analysis on AHTS Vessel Electrical System using Dynamic
Positioning System, International Journal of Mechanical Engineering and
Technology, 10(2), 2019, pp. 461-475-.
http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=10&IType=2
1. INTRODUCTION
Anchor Handling Tug Supply (AHTS) vessel is a ships that assigned specifically to support
offshore work generally required to install a system that make them different from any other
ships [1]. Reviewing the field conditions and the level of accuracy needed at work, the ships
must be equipped with a dynamic positioning system, a system that serves to control the ship
movement [2].
Uncertain field condition correspond to environmental factor can cause a system to run
into failure, more over on a ship which used closed bus configuration [3]. This failure can be
cause by some interference, whether it is short term (transient) or interruption which has
longer disturbance time. An electrical system is prone to interference, therefore the system
needs to have the ability to maintain its sync condition. This ability is called transient
stability. This transient stability disturbance can occur on ships equipped with dynamic
positioning system in case of overload on one generator, motor starting, and also short circuit
on component.
The addition of a large powered bow thruster can affect system stability if the system does
not have resistance to transient disturbances that are temporary. In the event of a transient
disturbance and the system cannot maintain its stability, there has been be a loose
synchronization of the generator and more fatal has been cause failure of the electrical system
[3].
Objective of this paper is to analyze the transient stability on AHTS vessel electrical
system using dynamic positioning system. The study of transient stability has been provided
an assessment of the stability of the ship's electrical system so that practitioners can find a
way out of the problem. Some ways to prevent the occurrence of stability problems is to
change the system configuration and also by conducted load shedding when the motor with a
large power has been do the starting.
2. POWER SYSTEM STABILITY

2.1. Vessel with Dynamic Positioning System’s Electrical Stability
In general, a ship that equipped with a DP system possess much larger numbers of thruster
than vessel that not equipped with DP systems. The addition of this thruster resulted in a
significant increase in electrical load so it is necessary to add an extra electrical power source
to the vessel.
The classification of the DP system differentiates the system into 3 classes, one of which
is in terms of system redundancy [2]. This difference results in different configurations of
power systems on board equipped with a DP system to minimize the risk of system failure
due to interference with the power system [2].
In general, the ship has an electrical system with a closed bus configuration, a
configuration that can put all buses in connected state. The point is an electrical system that
allows one and more power plants to supply all loads on the ship. To maximize fault tolerance
in DP systems, electrical systems are designed generally separately (islanded) to reduce the
possibility of system disruption due to a single error. Unlike systems designed to use closed

Sardono Sarwito, Semin, Muhammad Badrus Zaman and Soedibyo
buses, the design of a split bus configuration has been impact only on the affected bus,
effectively isolating the problem in the affected area only. The goal is to avoid system failure
due to a mistake in which the entire system can experience blackouts by isolating failures on
only one redundancy system [3].
2.2. Definition of Stability

The stability of the electric power system can be defined as the ability of the electric power
system to be in normal condition when interference occurs [4].
Based on the IEEE Transactions On Power Systems paper entitled Definition and
Classification of Power System Stability, the stability of the electric power system is
categorized into three (1) Voltage stability; (2) Frequency stability; (3) Rotor angle stability.
Figure 1 Classification of Stability [4]
2.2.1. Voltage Stability

Voltage stability is the ability of the power system to maintain the voltage conditions on all
buses in order to remain stable after an interruption. Voltage stability is related to the ability
of the system to maintain the stability between the supply of the power plant and the load
requirements on the vessel. Disturbance in the voltage usually occurs due to the release of a
significant load resulting a voltage drop. The stability of this voltage is influenced by large
and small disturbances in the short and long term.[5]
Major disruptions for example are loss of generation or lost synchronization of the
generator and short circuit on the system. While minor disturbances are like the addition of
small-scale load so the system seeks to improve itself.
2.2.2. Frequency Stability

Frequency stability is related to the ability of the power system to maintain steady-state
frequencies with a nominal range following some system disturbances due to the imbalance
between the plant and the load. This is dependent on restoring the balance between load and
generating systems by minimizing the amount of discharges / losses. The frequency condition
must be stable to keep the system from losing sync [5] .
Frequency stability can occur in the short and long term. For the short term usually the
imbalance occurs due to changes in loads that cannot be adjusted by the generator. While
long-term disturbance is the loss of governor's control ability.

System
2.2.3. Rotor Angle Stability

Rotor angle stability is the stability associated with synchronous machine capability (in this
case the generator) connected to the power system to remain in sync condition after
interruption. The stability of the rotor angle depends on the ability to restore the equilibrium
between the electromagnetic torque and the mechanical torque of each machine on the
system. The instability can cause an increase in the angle of the swing on the generator
resulting in losing synchronization with other generators. The stability of the rotor angle is
divided into two, namely the stability of the small disturbance (steady state) and the stability
of the transient state.[5-8].
According to the study of transient stability has a period of 3-5 seconds after interference.
As for the stability of small disturbances havea period of 10-20 seconds after the interference
2.3. Standards Related to Transient Stability

Analysis of transient stability in AHTS ship electrical system with dynamic positioning
system is done by using simulation software to find out system response when transient
disturbance occurs. Regulations on system stability have been issued by international agencies
and used as reference by related industries.
International standards concerning the limits of operating voltage on electrical systems
have been issued by IEEE standard 1195 as follows:
Figure 2 Standard operating voltage limits of transient stability [4]

While in the marine industry, the government authority of this standard is the
classification body (classification society). Some countries have their own classification
society and have standards that refer to international standards. The AHTS BNI Castor ship
that became the object of this final project is an Indonesian-flagged vessel sailing in
Indonesian waters, the vessel is regulated by Indonesia's classification society BKI (Badan
Klasifikasi Indonesia). Given that the ship was built to the ABS issued standard (American
Bureau of Shipping), that is to say, it has a double class of BKI and ABS.
The standards governing the limits of voltage and frequency operations in both transient
conditions and their stable conditions are listed in ABS Rules Part 4: Vessel Systems and
Machinery Chapter 8 Section 3 in the table below [6].

Table 1 Variations of Frequency and Voltage According to American Bureau of Shipping Standard
Voltage and Frequency Variations
for AC Distribution Systems
Quantity in Permanent Transient Variations (Recovery
Operation Variations Time)
Frequency ±5% ±10% (5s)
Voltage +6%, -10% ±20% (1.5s)
3. METHOD
Before performing a transient stability simulation using the software, a single line diagram of
the AHTS vessel must exist as a reference for performing redrawing in the software.
Referring to the single line diagram, a system replication is drawed in the simulation software
according to the equipment specifications contained in the wiring diagram.
After the system is fully illustrated, the simulation of transient stability can be done by
using Transient Stability module in the software.
The results obtained from the simulation is the data in the form of voltage and frequency
per time unit. This data has been then be processed and analyzed so that the assessment of the
stability of the system can be done.
The simulation was run by conducting 2 study cases, motor starting and load shedding
action. The system later to be set into 6 different scenarios of configuration stated on the
Table 2. and by performing load shedding in the last scenario due to its configuration that
allows system to put 1 generator on standby. The load shedding scheme was done to improve
the system stability into its maximum ability.
Table 2 Simulations Scenarios

Scenario Power Supply Load Load Variations
60% - 75%
100% - 80%
1 2 Generator Thruster (Split Plant) 2 Bow Thruster
100% - 100%
110% - 110%
60% - 75%
100% - 80%
2 2 Generator Thruster (Closed Bus) 2 Bow Thruster
100% - 100%
110% - 110%
40% - 40%
3 1 Generator Thruster (Split Plant) 2 Bow Thruster 50% - 50%
60% - 60%
60% - 75%
2 Generator Thruster, 1 Diesel 2 Bow Thruster & Ship 100% - 80%
4
Generator (Closed Bus) Equipment Load 100% - 100%
110% - 110%
60% - 75%
2 Generator Thruster, 2 Diesel 2 Bow Thruster & Ship 100% - 80%
5
Generator (Closed Bus) Equipment Load 100% - 100%
110% - 110%
75% - 75%
1 Generator Thruster, 2 Diesel 2 Bow Thruster & Ship
6 80% - 80%
Generator (Closed Bus) Equipment Load
85% - 85%
1 Generator Thruster, 2 Diesel 80% - 80%
2 Bow Thruster &
7 Generator (Closed Bus) with Load 85% - 85%
Essential Load
Shedding 90% - 90%

System
4. RESULT AND DISCUSSION

To get an electrical system that has high stability, there are several ways that can be done. In
this final project has been be simulated changes in electrical system configuration and also
designing the load shedding scenario to improve the stability of electrical system.
A case study designed to assess the stability of a system is a starting bow thruster that has
high power in various configurations that may be applied in the system. Configuration
scenarios and variations of bow thruster loading can be seen in Table 2.
The results of the following simulations are summarized per scenario as shown in Table 3
and so on.
Table 3 Voltage and Frequency Responses of Scenario 1 Bus C Summary

Simulation 1
f min f steady v min v max v steady Condition
No Variation
(%) state (%)
Bus
(%) (%) state (%) f v
1 60% - 75% 97,513 97,513 C 98,7963 100,286 99,9106 Normal Normal
2 100% - 80% 95,8057 95,8057 C 96,1454 101,043 99,7611 Normal Normal
3 100% - 100% 95,8057 95,8057 C 96,1454 101,043 99,7611 Normal Normal
4 110% - 110% 95,2943 95,3122 C 77,1395 140,297 - Normal Drop
Voltage and frequency response in the split plant configuration scenario 1 thruster
generator for each bow thruster shows that all load variations up to 100% load on the bow
thruster can be borne by the system stably. Over 100% loading on each bow thruster results in
stability of the system being disrupted. This is because the thruster generator can only provide
power reserves for the start of the generator up to 100% load, above that value the generator
cannot provide enough starting from the bow thruster.
Figure 3 Voltage Response of Scenario 1 Variation 4

On bus C, transient conditions occur due to starting bow thruster where the voltage
experienced up and down from seconds to 2.01 then tend to be decreased dramatically to the
value of 77.14% in seconds to 3.21 and then jumped dramatically to the point of 140.3% in
seconds to 3.61. This condition does not conform to the ABS standard which states that the
tolerance of the voltage values under transient conditions is only allowed up to 20% above or
under stable conditions as well as recovery time of 1.5 seconds cannot be satisfied by the
system. In addition, the system also cannot reach a stable state because the voltage continues

to oscillate between the values of 104.35% and 88.82% during the simulation. While on the
bus D, there is a similar transient condition due to starting bow thruster where the voltage
experienced up and down from seconds to 2.01 then tend to be decreased drastically to the
value 77.14% in seconds to 3.21 and then jumped dramatically to the point 140.3 % in
seconds to 3.61. This condition does not conform to the ABS standard which states that the
tolerance of the voltage values under transient conditions is only allowed up to 20% above or
under stable conditions as well as recovery time of 1.5 seconds cannot be satisfied by the
system. In addition, the system also cannot reach a stable state because the voltage continues
to oscillate between the values of 104.35% and 88.82% during the simulation.
Figure 4 Frequency Response of Scenario 1 Variation 4

Frequency response on bus C indicates the existence of transient conditions due to the
starting bow thruster where the frequency decreased up to the value of 95.31% and directly
stable at that value. The value is still in accordance with the standards allowed so the system
is still allowed to operate. While the frequency response on bus D indicates the existence of
transient conditions due to starting bow thruster where the frequency decreased up to the
value of 95.31% and directly stable at that value. The value is still in accordance with the
standards allowed so the system is still allowed to operate.
Table 5 Voltage and Frequency Responses of Scenario 2 Summary

Simulation 2
No Variation Bus
(%) state (%) (%) (%) state (%) f v
1 60% - 75% 97,196 97,196 C,D 98,6027 100,508 99,8 Normal Normal
2 100% - 80% 96,2364 96,2364 C,D 98,0374 100,97 99,8 Normal Normal
3 100% - 100% 95,8057 95,8057 C,D 96,1454 101,043 99,7 Normal Normal
4 110% - 110% 95,294 95,3312 C,D 77,1395 140,297 - Normal Drop
Voltage and frequency response in the split plant configuration scenario 2 thruster
generators for 2 bow thruster shows the same result with the first configuration that all load
variations up to 100% load on the bow thruster can be borne by the system stably. Over 100%
loading on each bow thruster results in stability of the system being disrupted. This is because
the paralleled thruster generator can only provide power reserves for the start of the generator
up to 100% load, above which the generator cannot provide enough starting from the bow

System
thruster. This happens because the ratio of the amount of power generators can generate with
the data required by the load is still the same as in the previous configuration.

In the connected bus there is a transient condition due to the starting bow thruster where
the voltage rises up from seconds to 2.01 then ten to be decrease drastically to the value of
77.14% in seconds to 3.21 then jumped dramatically to the point of 140.3% in seconds to
3.61. This condition does not conform to the ABS standard which states that the tolerance of
the voltage values under transient conditions is only allowed up to 20% above or under stable
conditions as well as recovery time of 1.5 seconds cannot be satisfied by the system. In
addition, the system also cannot achieve a stable state because the voltage continues to
oscillate between the values of 111.98% and 88.66% during the simulation.

Frequency response on the bus that connected indicate the existence of transient
conditions due to starting bow thruster where the frequency decreased up to the value of
95.33% and directly stable at that value. The value is still in accordance with the standards
allowed so the system is still allowed to operate.

Simulation 3
f steady state v steady Condition
No Variation f min (%) Bus v min (%) v max (%)
(%) state (%) f v
1 40% - 40% 96,6644 96,6644 C, D 98,2131 100,811 99,8 Normal Normal
2 50% - 50% 95,8057 95,8057 C, D 96,1454 101,043 99,7 Normal Normal
3 60% - 60% 95,3719 95,3721 C, D 7,09637 118,03 99,7 Normal Drop

Configuration of split plant 1 thruster generator to bear 2 bow thruster arranged to achieve
the purpose of saving the use of generator. However, the two connected C and D buses are
split with buses A and B supplied by diesel generators. In this scenario we get 1 thruster
generator savings of 800 kW, but due to power cuts of 800 kW, the loading on the bow
thruster cannot be maximized. The voltage and frequency response in this configuration
indicates that the system can only maintain stable conditions up to 50% loading on each bow
thruster. This is actually in line with the two previous configurations because the power
supply comparison and load requirements show the same value. In the two previous
configurations the total supply is 1600 kW with 1030 kW of power requirement, whereas in
this configuration the total supply is 800 kW with a power requirement of 515 kW.

In the connected C and D buses, there is a transient condition due to the starting bow
thruster where the voltage undergoes a considerable ups and downs before reaching a high of
118.03% at 3.41 seconds and the lowest 7.09% at 4.01 seconds oscillations between values of
106.56% to 93.56%. Then the system can reach steady state condition at 99.7%. In this
condition, the voltage deviation is not in accordance with the ABS standard which states that
the tolerance of the voltage value under transient conditions is allowed up to 20% above or
under stable conditions, the system cannot meet the recovery time of 1.5 seconds so that the
system continues to experience voltage oscillations before reaching a stable condition at 30
seconds.

Frequency response on bus C and connected bus D indicates a transient condition due to
the starting bow thruster where the frequency decreases up to 95.37% and is directly stable at

System
that value. The value is still in accordance with the standards allowed so the system is still
allowed to operate.

Simulation 4
No Variation Bus
(%) state (%) (%) (%) state (%) f v
1 60% - 75% 98,1305 98,1305 A,B,C,D 98,4459 101,402 99,8 Normal Normal
4 110% - 110% 96,9195 96,9208 A,B,C,D 89,7744 106,223 - Normal Drop
Configuration of closed bus 2 thruster generator with 1 diesel generator is designed by

connecting all buses on the system with the supply of 3 generators. This configuration saves
the use of 1 diesel generator of 350 kW. Power supply cuts of 350 kW did not significantly
affect the total load of bow thruster. Voltage and frequency response of all variations indicates
that the system is still categorized as stable up to 100% loading on each bow thruster.
However in the 110% load variation the system is classified as unstable from being unable to
meet recovery time. The voltage and frequency response drift in this configuration is still
relatively safe, but long time to bear the voltage oscillation can cause the accumulation of heat
on the equipment so it can be categorized as unsafe for electrical equipment.

On the connected bus there is a transient condition due to the starting bow thruster where
the voltage rises down from seconds to 2.01 until it touches the lowest point at 89.77% in
seconds to 3.01 then and the highest point at 106.22% at second to 4.01. For voltage rise and
fall values are still allowed according to the ABS standard which states that the tolerance of
the voltage values under transient conditions is allowed up to 20% above or under stable
conditions, but the system cannot meet the recovery time of 1.5 seconds so the system
continues to experience the voltage oscillation throughout the simulation. In addition, the
system also cannot achieve a stable state because the voltage continues to oscillate throughout
the simulation with a value between 106.1% and 94.08% even though near the end of the
simulation this deviation becomes smaller with a value between 100.16% and 99.26%.


The frequency response on the connected bus indicates a transient condition due to the
starting of bow thruster where the frequency decreases to 96.92% and is directly stable at that
value. The value is still in accordance with the standards allowed so the system is still allowed
to operate.

Simulation 5
v Condition
f min f steady v min v max steady
No Variation Bus
(%) state (%) (%) (%) state f v
(%)
The configuration of the closed bus 2 thruster generator with 2 diesel generators is
designed by connecting all buses on the system with the supply of 4 generators. The voltage
and frequency response in this configuration is the best compared to the previous
configuration scenario because this configuration can maintain its stability up to 110%
loading on each bow thruster. This configuration can be used if you want to get maximum
loading from the bow thruster.

System
On the connected bus, a transient condition occurs due to the starting bow thruster where
the voltage rises and then falls within 0.6 seconds with the highest value of 102.31% at 2.01
seconds and the low of 97.51% at 2.61 seconds later can reach steady state condition at
99,7%. In this condition the voltage deviation value and its stable condition have met the
standard so that this condition can be classified as stable.

The frequency response on the connected bus indicates a transient condition due to the
starting bow thruster where the frequency decreases up to 97.71% and is directly stable at that
value. The value is still in accordance with the standards allowed so the system is still allowed
to operate.

Simulation 6
No Variation Bus
(%) state (%) (%) (%) state (%) f v
2 80% - 80% 97,7734 97,7734 A,B,C,D 95,3904 103,648 - Normal Drop
3 85% - 85% 97,6186 97,6 A,B,C,D 77,9287 136,906 - Normal Drop

Configuration of closed bus 1 thruster generator with 2 diesel generator is designed by
connecting all buses on the system with the supply of 3 generators. This configuration saves
the use of a thruster generator of 800 kW. In contrast to the third configuration, a power
supply cut of 800 kW can be covered because it is aided by the backup power of 2 diesel
generators. The voltage and frequency response of all load variations indicates that the system
can maintain its stability up to 75% loading on each bow thruster. This value is 25% larger
than the configuration scenario 3 because the backup power to accommodate the starting bow
thruster is available from 2 diesel generators. Over 75% loading on each bow thruster causes
the system to become unstable.


On the connected bus transient conditions occur due to starting the bow thruster where the
voltage experienced up and down from seconds to 2.01 to touch the lowest value at the point
77.93% in seconds to 4.21 then the highest value at the point 136.91% in seconds to 5.01. In
this condition, the voltage deviation is not in accordance with the ABS
standard which states that the tolerance of the voltage values under transient conditions is
allowed up to 20% above or under stable conditions, the system cannot meet the recovery
time of 1.5 seconds so the system continues to experience the voltage oscillation until the end
of the simulation even though the deviation value decreases.

Frequency response on the connected bus indicates a transient condition due to the starting
bow thruster where the frequency decreases up to 97.62% and is directly stable at that value.
The value is still in accordance with the standards allowed so the system is still allowed to
operate.

Simulation 7
No Variation Bus
(%) state (%) (%) (%) state (%) f v

System
The configuration in this scenario is the same as configuration 6 but continues with a
non-essential load-loaded load. This load release is done to provide backup power to meet the
starting bow thruster requirement. The voltage and frequency response of this scenario
indicates that the system has grown by 15% from 70% to 90%. This condition is achieved
because the power obtained from the load release can be sufficient for starting bow thruster up
to 90% loading on each bow thruster. Any loading above 90% has been cause the system to
become unstable.

The load shedding is done simultaneously with the starting bow thruster at 2 seconds with
simulation time of 60 seconds. Visible changes from the previous results of the system only
experienced up and down the voltage for 0.6 seconds with the highest value of 100.04% in the
second second and the lowest value of 97.98% in seconds to 2.61 and then reached a stable
state on the value 99.8%. This value is categorized as stable by ABS standards and allowed to
operate. Overall a system with a configuration of 1 thruster generator and 2 diesel generators
can tolerate up to 90% loading on each bow thruster.

Frequency response on the connected bus indicates a transient condition due to the starting
bow thruster where the frequency decreases up to 98.32% and is directly stable at that value.
The value is still in accordance with the standards allowed so the system is still allowed to
operate.

5. CONCLUSION
Based on the research results that have been done, it can be taken some conclusions as
follows: (1) Modeling of AHTS ship's electrical system yields 6 different configuration
scenarios, ie split plant 2 thruster generator to supply 2 separate bow thruster, split plant 2
thruster generator to supply 2 bow thruster in parallel, split plant 1 thruster generator to
supply 2 bow thruster, closed bus 2 thruster generator and 1 diesel generator to supply all the
load on the ship, closed bus 2 thruster generator and 2 diesel generator to supply all the load
on the ship, and closed bus 1 thruster generator and 2 diesel generator to supply all the load
on the ship. (2) From 6 scenarios of AHTS vessel system configuration configuration with
dynamic positioning system under DP manouvering condition, closed bus configuration
scenario 2 thruster generator with 2 diesel generator can bear 2 bow thruster load up to 110%.
This condition can be achieved because the availability of power for the starting motor bow
thruster becomes larger due to the addition of 2 diesel generators. While the generator usage
savings materialized in the configuration scenario of closed bus 2 thruster generator and 1
diesel generator and configuration of closed bus 1 thruster generator and 2 diesel generator. In
the configuration scenario of closed bus 2 thruster generator and 1 diesel system generator
stable until 100% loading on each bow thruster, while in scenario 1 thruster generator and 2
diesel system generator stabilized up to 75% loading on each bow thruster. (3) In the closed
bus configuration scenario of 1 thruster generator and 2 diesel generator, the system stability
can be improved by non-essential load shedding on the system. The results can be seen in
scenario 7 release load, seen the progress of the system stability increased up to 90% loading
on each bow thruster.
REFERENCE
[1] G. Ritchie, Offshore support vessels: a practical guide, 1st. ed. London: The Nautical Inst,
2008.
[2] IMCA, “Guidelines for the design and operation of dynamically positioned vessels,”
IMCA, 2007.
[3] M. Roa, “Demonstration of fault ride through capability for closed bus operation on
dynamic positioning vessels,” 2016.
[4] IEEE, “Definition and Classification of Power System Stability IEEE/CIGRE Joint Task
Force on Stability Terms and Definitions,” IEEE Transactions on Power Systems, vol. 19,
no. 3, pp. 1387–1401, Aug. 2004.
[5] P. Kundur, Power System Stability and Control. California, CA: McGraw Hill, Inc., 1994.
[6] American Bureau of Shipping, Rules for Bulding and Classing Steel Vessels, Part 4 Vessel
Systems and Machinery. New York, NY: American Bureau of Shipping, 2016.
[7] S Sarwito, Semin, T Hidayaturrahman. Analysis of transient response first order and
second order theory in pneumatic control system using feedback instrument type
PCM140. ICAMIMIA, 2017.
[8] S Sarwito, Semin, M Hanif. Analysis of unbalanced load effect of three phase transformer
feedback 61-103 performance on the various connection windings, ICAMIMIA, 2017.
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Transient stability analysis on AHTS vessel electrical system using dynamic

Article · February 2019

Semin Semin Muhammad Badrus Zaman

SEE PROFILE SEE PROFILE

Sustainable Island Development Initiatives (SIDI) View project

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© IAEME Publication Scopus Indexed

TRANSIENT STABILITY ANALYSIS ON AHTS

Muhammad Badrus Zaman

http://www.iaeme.com/IJMET/index.asp 461 editor@iaeme.com

2. POWER SYSTEM STABILITY

http://www.iaeme.com/IJMET/index.asp 462 editor@iaeme.com

2.2. Definition of Stability

Figure 1 Classification of Stability [4]

2.2.1. Voltage Stability

2.2.2. Frequency Stability

http://www.iaeme.com/IJMET/index.asp 463 editor@iaeme.com

2.2.3. Rotor Angle Stability

2.3. Standards Related to Transient Stability

Figure 2 Standard operating voltage limits of transient stability [4]

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Table 2 Simulations Scenarios

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4. RESULT AND DISCUSSION

Table 3 Voltage and Frequency Responses of Scenario 1 Bus C Summary

1 60% - 75% 97,513 97,513 C 98,7963 100,286 99,9106 Normal Normal

2 100% - 80% 95,8057 95,8057 C 96,1454 101,043 99,7611 Normal Normal

3 100% - 100% 95,8057 95,8057 C 96,1454 101,043 99,7611 Normal Normal

4 110% - 110% 95,2943 95,3122 C 77,1395 140,297 - Normal Drop

Figure 3 Voltage Response of Scenario 1 Variation 4

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Figure 4 Frequency Response of Scenario 1 Variation 4

Table 5 Voltage and Frequency Responses of Scenario 2 Summary

4 110% - 110% 95,294 95,3312 C,D 77,1395 140,297 - Normal Drop

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Figure 5 Voltage Response of Scenario 2 Variation 4

Figure 6 Frequency Response of Scenario 3 Variation 4

Table 6 Voltage and Frequency Responses of Scenario 3 Summary

1 40% - 40% 96,6644 96,6644 C, D 98,2131 100,811 99,8 Normal Normal

2 50% - 50% 95,8057 95,8057 C, D 96,1454 101,043 99,7 Normal Normal

3 60% - 60% 95,3719 95,3721 C, D 7,09637 118,03 99,7 Normal Drop

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Figure 7 Voltage Response of Scenario 3 Variation 3

Figure 8 Frequency Response of Scenario 3 Variation 3

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Table 7 Voltage and Frequency Responses of Scenario 4 Summary

4 110% - 110% 96,9195 96,9208 A,B,C,D 89,7744 106,223 - Normal Drop

Configuration of closed bus 2 thruster generator with 1 diesel generator is designed by

Figure 9 Voltage Response of Scenario 4 Variation 4

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Figure 10 Frequency Response of Scenario 4 Variation 4

Table 8 Voltage and Frequency Responses of Scenario 5 Summary

Figure 11 Voltage Response of Scenario 5 Variation 4

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Figure 12 Frequency Response of Scenario 5 Variation 4

Table 9 Voltage and Frequency Responses of Scenario 6 Summary

2 80% - 80% 97,7734 97,7734 A,B,C,D 95,3904 103,648 - Normal Drop

3 85% - 85% 97,6186 97,6 A,B,C,D 77,9287 136,906 - Normal Drop

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Figure 13 Voltage Response of Scenario 6 Variation 3

Figure 14 Frequency Response of Scenario 6 Variation 3

Table 10 Voltage and Frequency Responses of Scenario 7 Summary