Running head: Marine Engineering

Marine Electrical Power Management

[Name of the author]

[Name of the institution]

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Table of Contents
Introduction and Literature Review.................................................................................................3
Introduction / Background...........................................................................................................3
Literature Review.........................................................................................................................3
The concept of marine power system..........................................................................................3
Main device..............................................................................................................................4
Auxiliary device.......................................................................................................................4
Configuration optimization scheme.........................................................................................5
Principles of Operation - Equations/Graphs/Plots...........................................................................6
Relevant Technologies and Techniques for the Marine Power System.......................................6
Application of neural network technology in system optimal configuration...............................6
Principle of neural network optimization.................................................................................6
Optimized training algorithm...................................................................................................8
Simulation design.........................................................................................................................9
3. Way Forward.............................................................................................................................10
Advantages and Disadvantages of the Proposed Model............................................................10
Advantages.............................................................................................................................10
Disadvantages.........................................................................................................................10
Existing Power Systems on-board ships....................................................................................11
Principle of real-time simulation................................................................................................11
Engineering application examples.............................................................................................13
Design ship (team) selection..................................................................................................13
Similarity analysis of fleet maneuvering performance...........................................................14
Consideration of other environmental conditions..................................................................15
Real-time simulation and result analysis of navigation conditions........................................15
Conclusion.....................................................................................................................................16
References......................................................................................................................................17
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Introduction and Literature Review

Introduction / Background

The development history of a marine in the history of the evolution of its power system.

The quality of the power system is directly related to the safe and stable navigation of the entire

marine. It is precisely because the ship's power system is very important for any nation.

Moreover, the optimization of the power system's transformation has become a problem worthy

of attention and research in marine design. For optimal design of power systems, it is necessary

to adhere to the principles of science, but also to be targeted according to the specific type of

marine and navigation features, enabling the rational optimization of marine power system

configuration (Yong-dao, 2013).

The main direction of power system optimization is to improve and optimize energy

control technology. The control technologies adopted by different energy and power systems are

also completely different. The requirements for the ship's speed, stability, and safety are also

increasing day by day, and the ship's power system needs to be fully optimized and upgraded

through more advanced methods. Under such a background, the artificial neural network stands

out as the most common intelligent algorithm in the field of artificial intelligence (Yong-dao,

2013).
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Literature Review

The concept of marine power system

The main power system and auxiliary supporting system are the two major parts that constitute

the ship's forward drive. The two parts work in coordination with each other, and they need to be

scientifically optimized (Li et al., 2011).

Main device

The main power system mainly includes the engine, which includes the original power

system and the auxiliary power system. The original power system includes the gas turbine,

gasoline engine, and the transmission system mainly includes the main thruster, as well as the

propeller, propeller, and pump propeller. The main function is to realize the dynamic energy

conversion of the marine. In addition, the supporting devices include clutches, reducers, piping

equipment, and shafting equipment. These devices are capable of operating the transmission in

order to protect more stable while being able to protect the vessel to exhibit excellent cornering,

braking, and tempering (Al-Falahi et al., 2018).

Auxiliary device

In addition to the prime mover systems, the supporting system is also an essential part of

an engine, a generator, a boiler, and automatic control devices constitute an engine supporting

system, the main purpose of these devices is to achieve good maneuverability of the vessel (Al-

Falahi et al., 2018).

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Figure 1 - Marine power system configuration diagram

Configuration optimization scheme

The electrified system composed of many sophisticated and complicated

electromechanical devices constitutes the entire power system, which will cause a serious

interference problem between devices (Li et al., 2011). In particular, the operation of large

electrical equipment will form a magnetic field, which will affect the operation of surrounding

electrical equipment, especially the operation of sophisticated equipment. This requires the

optimization of the equipment structure of the entire main power system electrical system. To

this end, different subsystems need to be matched, and many subsystems must be designed

according to the same principle to avoid intra-system disturbances (Huang et al., 2014). The

specific international standard system design scheme is as follows:

1) First, optimize the power system objectives, clarify the target needs to be completed by the

ship's power system, and conduct optimization design, mainly from the power and economic

aspects, and also need to take into account safety and stable performance (Skjong et al., 2016).
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2) To further clarify the load-bearing needs of the marine, taking into account the main daily use

of the marine, the characteristics of navigation routes, and specific needs.

3) According to the relevant marine design regulations of the country to which the marine

belongs, the further comparative design is made on the performance of the marine, and a series

of constraints are formulated to ensure the rationality of the marine design (Huang et al., 2014).

4) According to the parameters of the best plan determined before, taking into account the

additional conditions of technical feasibility, construction cost, construction time, and

performance indicators, and finally determine the optimal design plan of the ship's power system

(Giannoutsos and Manias, 2015).

Principles of Operation - Equations/Graphs/Plots

Relevant Technologies and Techniques for the Marine Power System

Application of neural network technology in system optimal configuration

Principle of neural network optimization

The third information technology revolution represented by artificial intelligence

technology is changing the traditional fields of the past, especially the representative artificial

neural network technology, which has an excellent nonlinear model fitting ability. Good results

have been achieved in practical applications in all aspects (Giannoutsos and Manias, 2015).

Artificial neural networks do not have a specific fixed structure standard and often obtain mature

models through data training according to different physical problems. But for the neural

network is divided into three levels according to the input data are sequentially input layer,
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hidden layer and output layer composed of, in each of the layers comprising a plurality of

neurons, the general structure as in Fig.2

Figure 2 - Neural Network Structure

In the figure, W is the connection weight of the input layer and the middle layer. By

weighting the input of each neuron, the degree of influence of different input information in the

entire model is adjusted to obtain a single neuron input z and pass z through the activation

function. The activation function is used because the linear model (which cannot handle the

linear inseparable situation) is not expressive enough, so it is usually necessary to use the

Sigmoid function to add nonlinear factors to obtain the output value of the neuron (Skjong et al.,

2016).

According to the specific situation of the ship studied, the feedforward neural network

ELM algorithm is used for optimal design. The algorithm has a simple structure and only one

hidden layer (Giannoutsos and Manias, 2015). At the same time, the ELM algorithm can support

vector machine operation. However, it may be automatically generated according to a random

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function setting targets, to ensure that the model is capable of having higher efficiency, more

suitable for marine power system thus designed to optimize complex structure (Huang et al.,

2014).

Suppose the ELM single hidden layer feedforward neural network has L hidden node

outputs, and its expression is:

Where: a i and b i are the learning and training parameters of the hidden node; θi ∈ Rm is

the weight vector value when the i- th hidden node is connected to the output node; F ( x , a i , b

i ) is the i-th The output function of a hidden node when the input is x .

The activation function of the power system optimization algorithm is (Zhou et al.,

2014):

Optimized training algorithm

When performing data-driven training on the optimization algorithm, if there are L

hidden layer units in the first data sample ( xj , tj ), and the network structure error of the ELM

algorithm is small. Then θi, ai and bi in the model satisfy the following formula:
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After simplified processing, you can get:

Where: F is the output vector-matrix in the single hidden layer feedforward neural

network.

F of the matrix i columns respectively X . 1, X 2, ..., X on the l i output vector

corresponding to a hidden node; F of the matrix j rows respectively input xj Implied

corresponding output vector (Sheng et al., 2015).

Simulation design

Conduct of this study for marine power system optimization simulation modeling, three-

dimensional simulation diagram of a power system is modeled by, as in Fig.3.

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Figure 3 - "Marine power system simulation interface"

Set the mathematical model of the simulation object before the system optimization

simulation, and the input meets the following relationship:

Fig. 4 is the output curve after the neural network training, and Figure 5 is the

comparison curve after the optimization. It can be seen that the output performance of the ship's

power system has been significantly improved after optimization by the ELM neural network

(Jaurola et al., 2019).

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Figure 4 - "Output amplitude under control of a graph of FIG contrast effect"

3. Way Forward

Advantages and Disadvantages of the Proposed Model

Advantages

The proposed model i.e. ELM algorithm has the following two advantages:

1) All hidden layer node parameters are independent of each other and have nothing to do with

the training data set;

2) The advantage of the ELM model is that it does not require any prior information (Sheng et

al., 2015).

Disadvantages

1) Neural networks can process information faster than conventional computers, but they have

the disadvantage that their response cannot be followed systematically as it can be done when
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running a conventional program on a computer, so it is not easy to detect errors within the ELM

model (Jaurola et al., 2019).

1) It should be borne in mind that the construction of the ELM model does not differ as much in

cost as from other renewable ones used on the surface, but the maintenance of these due to

location circumstances is more expensive (Jaurola et al., 2019).

Existing Power Systems onboard ships

Principle of real-time simulation

Newton's law can describe the movement of the ship in the channel, namely:

(1)

In the formula, For the speed of the ship, is the force on the ship, and m is the quality

of the ship.

The force on the ship in the channel Including water flow force and the reaction force

of propeller and rudder on water flow, the movement of the ship is controlled by these forces,

and the movement of the ship, in turn, affects these forces. Due to the complexity of ship

movement, the mechanism of action has not yet been fully grasped, so there is no complete

theoretical analytical expression. In this regard, with the help of a large number of previous

experimental research results, through some assumptions and theoretical analysis, people have

established a description Approximate relationship with ship maneuvering motion parameters

(called hydrodynamic model) (Sorensen et al., 2017).

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There are three factors influencing the force on the ship, which are the channel water

flow retention (such as flow velocity u, water depth h, etc.), ship steering control characteristics

(such as propeller speed n, steering angle δ, etc.) and other external effects Forces (such as wind

and waves), the expression of the available hydrodynamic model is:

I(2)

Formula (1) and Formula (2) constitute the mathematical model of ship maneuvering

motion.

In the real-time simulation of the ship's navigation conditions, the ship's driver in real-

time carries out the ship's maneuvering control, so a set of the simulated bridge is required for

the ship's driver to implement the ship's maneuvering control. Moreover, simulating the external

scene seen by the ship's driver in the ship's cabin, in order to achieve visual similarity; and the

maneuvering motion of the ship is calculated by the mathematical model composed of formula

(1) and formula (2) (Zhou et al., 2014).

Formula (1) and Formula (2) constitute the mathematical model of ship maneuvering

motion.

In the real-time simulation of the ship's navigation conditions, the ship's driver in real-

time carries out the ship's maneuvering control, so a set of the simulated bridge is required for

the ship's driver to implement the ship's maneuvering control. However, simulating of the

external scene seen by the ship's driver in the ship's cabin, in order to achieve visual similarity;

and the maneuvering motion of the ship is calculated by the mathematical model composed of

formula (1) and formula (2) (Giannoutsos and Manias, 2015).

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Engineering application examples

The navigable ship lock of a hub adopts a two-line layout, and its downstream approach

channel adjustment section is 530m long. Its layout is shown in Figure 3. Real-time simulation of

the ship's entry navigation conditions is conducted. According to the principle of real-time

simulation, the research is decomposed into the following steps (Sheng et al., 2015):

Design ship (team) selection

The design ship fleet used in the real-time simulation consists of the Yangtze River

2640PH push wheel and nine 1000t deck barges. The main characteristics of the fleet are shown

in Table 1.

Total length Type width Type depth Displacement

Ship Draft (m) Speed (m / s)
(m) (m) (m) (m 3 )

2640 push
46.0 10.0 3.7 2.5 825 /
wheel

1000t deck
75.0 10.5 3.5 2.4 1452.0 /
barge

9 Barge 271.87 32.25 / 2.3 13024.8 3.16

Figure 5 - Design fleet characteristics

Similarity analysis of fleet maneuvering performance

According to the scale of the design, fleet, and the self-propelled ship model and actual

ship test results related to maneuvering performance, relevant hydrodynamic coefficients are
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obtained through identification, and the maneuvering performance is rated accordingly (Skjong

et al., 2016). Table 2 gives the relationship between the mathematical model and the speed of the

actual ship test and the ship's propeller speed, while Table 3 is the maneuverability index

obtained from the "Z" type test. It can be seen from the above data that the maneuverability of

the fleet simulated by the mathematical model is closer to that of the real ship (Sorensen et al.,

2017).

Speed (rpm) 221.5 287.5 351.0 380.0 /

Real ship
Speed (m / s) 1.914 2.593 3.155 3.364 /

Speed (rpm) 200 250 300 350 400

Mathematics
Speed (m / s) 1.776 2.164 2.608 3.111 3.580

Manipulation index Steering angle (°) Real ship Mathematics error(%)

10 1.715 1.681 1.98

K′
15 1.540 1.482 3.77

10 0.733 0.708 3.41

T′
15 0.640 0.652 -1.88

Consideration of other environmental conditions

Since the ship lock adopts a side water delivery system, the approach channel is a still

water area, so the flow field of the channel is not calculated. At the same time, the open area of

the ship lock channel is surrounded by mountains and the open area is not large. The effect of
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wind is not taken into account. The ship was in a moored state when the real-time simulation

started (Jaurola et al., 2019).

Real-time simulation and result analysis of navigation conditions

The real-time simulation results of ships entering the lock chamber along the left and

right routes are shown in Figure 4, where (a) is the result of entering the left line lock along the

left route and (b) the right line entering the right route The result of the lock. In the figure, V is

the ship's speed, the rudder is the steering angle, a heading is the ship's heading angle, and the

track is the voyage (Sorensen et al., 2017).

Figure 6 - Process line of the eigenvalue of the ship's maneuvering along the left and right routes

It can be seen from the figure that since the width of the gate of the lock chamber is

basically the same as the width of the fleet, it can be imagined that the pilot is more nervous

when the ship enters the lock chamber. When the ship enters the left lock along the left course,

the steering amplitude is very small, the maximum steering angle is only about 5 °, and there is

plenty of room for emergency avoidance (Zhou et al., 2014). When the ship enters the right lock
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along the right course, the steering amplitude is larger, and the maximum steering angle is about

10 °. It can be seen that it is easier for a ship to enter the left lock from the dock on the left bank

along the straight route than to enter the right lock from the dock on the right bank along the

route with a diffusion angle. Therefore, the lock should be used when the two lines are operating

simultaneously on the operation mode of the left line lock going up and the right line lock going

down (Jaurola et al., 2019).

Conclusion

The proposed ELM neural network algorithm for the ship's power system optimization

design, and experimental verification through 3D simulation. The results show that the output

performance of the ship's power system has been significantly improved, which has a certain

value for improving the performance of the ship and improving the safety and stability of the

ship's navigation.
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References

Yong-dao, C.H.E.N., 2013. Status and Developing Trend of Ship Power System [J]. Machine

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Al-Falahi, M.D., Tarasiuk, T., Jayasinghe, S.G., Jin, Z., Enshaei, H. and Guerrero, J.M., 2018.

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High Speed Electronics and Systems, 23(01n02), p.1450012.

Skjong, E., Volden, R., Rødskar, E., Molinas, M., Johansen, T.A. and Cunningham, J., 2016.

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