Proceedings of 2017 IEEE

International Conference on Mechatronics and Automation

August 6 - 9, Takamatsu, Japan

Research on the control method of ship powered by gas

turbine and motor
Hongli Chen, Qiang Li
College of Automation
Harbin Engineering University
Harbin,150001, China
{chenhongli-1963 &zqbx1992 }@163.com

Abstract - By taking researching into current combined
power system, a new combined system powered by gas turbine
and asynchronous motor is proposed. Mathematical models of
the different parts of the Gas Turbine and Motor power system
were researched in this paper. Module method was taken to build
the simulation model of different parts, including gas turbine,
asynchronous motor, synchronous-self-shifting clutch, parallel
gear box, parallel controller and propeller, and obtain the whole
system. The simulation model of gas turbine was built by external
characteristic; asynchronous motor in method of current
hysteresis band PWM control, and realized flux-weaking control;
the S.S.S. clutch model was taken advantage of when paralleling.
A strategy to switch between two patterns of shipping was
designed, thus leading to the combined power system; a
paralleling controller was applied to help paralleling. Researches
were taken about the strategy of controlling of two power and
shock when paralleling. It was proved in this paper that the
whole combined system works well, the parallel controller works
well to reduce the shock and the strategy of paralleling is
efficient.
Index Terms - combined power; controller; S.S.S. clutch;
par allel; simulation.
I. INTRODUCTION
Modern marine power plant mainly includes diesel
engine, steam turbine, motor, nuclear power plant, these
devices have their own advantages and disadvantages. The
reference[1]-[6] mentioned in the joint propulsion mode. This
way is the hybrid method studied in this paper. This way is the
hybrid power studied in this paper. The hybrid power system
consists of two types of propulsion units, At low speed, Only
one propulsion unit is working, At high and full speed, the
other propulsion system work or two propulsion system work
together. The ship hybrid propulsion system is very suitable
for the situation of large change of working condition.
According to the current research at home and abroad, the
more mature is the combination of gas turbine and diesel
engine, more commonly used is the combination of diesel
engine and diesel engine, the combination of diesel engine and
gas turbine, the combination of gas turbine and gas turbine.
Gas-fierd generator is a new type of hybrid power. A gas
turbine and an electric motor are used as a hybrid power
device. At present, there is no literature on this hybrid
propulsion system. In order to obtain the maximum power
required for the maximum speed of short time, the gas turbine
with large power and small unit weight is used as an
accelerator. For the convenience of control, speed control and
propulsion, fuel saving, asynchronous motor can be used as a
cruise device. In the hybrid power device, gas turbine and
induction motors play their respective advantages. This
advantage is applicable to the large change in control system
and can solve the problem of size, unit weight endurance, the
fuel consumption rate and other issues in the ship power plant.
II. Hybrid power system structure
In this paper, we mainly consider two kinds of propulsion.
(1)Asynchronous motor is a propulsion motor to drive the
operation of the ship in normal voyage, the gas turbine is in a
Stalling state or idle state as required. (2) The asynchronous
motor and the gas turbine are all of the propellers operating at
an accelerated speed.
According to the gas turbine driving conditions, hybrid
systems can be divided into two types: (1) A gas turbine drives
two propellers at the same time through the role of
thetransmission gear box ,as shown in Fig.1(a). (2)The two
gas turbines reduces the rotating speed by reducing the gear
box and each with a propeller load, as shown in Fig. 1(b).
In the system, the diesel generator set is used to supply
power for the whole ship, including the equipment power, the
living power utility and the electric power needed by the
asynchronous motor. The output end of the gas turbine can
accelerate or decelerate the gear box as required and in order
to realize the power switch, the output end needs to
synchronize the clutch automatically. The choice of one or
two gas turbines is based on the actual required power. Due to
the nature of the clutch, in order to achieve astern way, you
can use adjustable pitch propeller or the use of reversing gear
box.
(a) Schematic diagram of single –turbine hybrid system
(b) Schematic diagram of two gas turbine hybrid power
Fig. 1 Structure of ship with combined power

978-1-5090-6759-6/17/$31.00 ©2017 IEEE 183


Fig. 2 Structure of paralleling system
The simulation control structure of the parallel system is
shown in Fig.2. The whole system consists of gas turbine,
asynchronous motor, S.S.S clutch, parallel gear box, parallel
controller and propeller.
III. MATHEMATICAL MODEL OF HYBRID SYSTEM
Asynchronous motor has the characteristics of
nonlinearity, strong coupling and multivariate. In order to
obtain high dynamic speed regulation performance, the torque
and flux linkage control of asynchronous motor must be
analyzed. At present, the mature application of the program is
vector control. This paper uses the current tracking PWM
control, the control structure shown in Fig.3.
Fig. 3 Structure of vector control system controlled by3-phase current
The basic working principle of current trace PWM
i* *
control system: The given values sm and ist of the two
components of the stator current are transformed, through the
i* * *
transformation of the three current values given A , iB , iC and
the actual motor stator current iA , iB , iC compared, using
current hysteresis control PWM inverter, change the stator
three-phase current.
For the asynchronous motor studied, the output torque of
the motor has a positive correlation with the magnitude of the
output voltage and the flux of the DC power supply. In the
start and low speed, you can use to quickly increase speed, full
use of motor power, the flux maintained at a certain level of
approach to a large torque. When the speed exceeds the base
speed, in the case of constant frequency, it is necessary to
weaken the magnetic field. In order to maintain a large
electromagnetic torque, Generally, the magnetic flux  is
changed in proportion to the rotational speed of the rotor 1/ r ,
and the sub-optimum maximum torque output can be basically
achieved. Field weakening speed motor should pay attention
to their own voltage and current overload capacity, that is, by
the heat and power to determine the voltage and current limits.
The relevant formula is as follows
184
v d2  v q2  V s2 (1)
i d2  i q2  I s2 (2)
Among them, Vs is the maximum voltage that the inverter
can supply to the motor, which is limited by the adjustable DC
voltage Vdc and PWM modulation strategy. I s is the
maximum current that the motor can withstand and is limited
by the inverter current rating and heating level. Therefore,
when determining the limiting value of the torque current iq ,
it should be determined using the deformation
2 2 2 2
 I  i  iq  I  i of the equation (2). This ensures
s d s d
that the motor can be a larger torque acceleration, but also to
ensure that asynchronous motors will not work in excess of
the rated power state.
Marine gas turbine mainly consists of compressor,
combustion chamber and turbine. Gas turbine is a strong non-
linear aerodynamic thermodynamic system, its mathematical
model has been the focus of people’s research, but it is
difficult to find the correlation between the various variables.
Element-method is a common modeling method, but this
method relies heavily on the characteristics of the various
parts of the curve. In this paper, the focus of gas turbine
modeling is to obtain the power output and the two operating
parameters, i.e. the power turbine speed and fuel flow
relationship. Gas turbine manufactures will generally give the
characteristics of gas turbine curve. The external characteristic
of the gas turbine represents the gas turbine power turbine
output torque MPT as a function of the power turbine speed
and the gas turbine fuel supply, which is represented in
practice as a curve.
It should be noted that the curve is calculated or
measured in steady-state conditions of the gas turbine, and the
gas turbine is a large inertial system, when the fuel supply
changes, the power turbine torque will lag behind the
corresponding curve on the external characteristic curve, for
large gas turbines such as the LM2500, the value indicated by
the external characteristic curve will be reached after 8 to 10
seconds. For this reason, the transient torque ratio is
introduced, which is defined as:
Transient
KE = (3)
Steady - state
The transient torque simulation model can be constructed
by using the external characteristic curve of the gas turbine
and the instantaneous torque ratio K E curve. These two
curves can obtained by reference. In the simulation, according
to the changing rule of fuel quantity, from the external
characteristic curve to check the power turbine torque,
multiplied by the instantaneous torque ratio, the transient
torque of the power turbine is obtained in the dynamic process.
The torque can be used as an integrand of the inertia equation
and get the speed of gas turbine.
Synchronous-self-shifting clutch （ Referred to as 3S
clutch） is mainly composed of driving link, follower and
middleware. The middleware is on the driving part, and the
two portions are connected to each other with spiral spline.
According to the rotative speed difference, 3S clutch can
automatically engage and disengage, play the role of providing
or withdrawing the power.
In this paper, the non-relay clutch is studied, the non-relay
clutch relies on ratchet and pawl to complete separation and
reunion. The power of the non-relay clutch is smaller than that
of the relay clutch.
3S clutch is the key to the study of parallel operation
control process, must establish an accurate mathematical
model. Through the stress analysis of the driving part,
follower and middleware, the corresponding torque equation
can be obtained.
The torque equation of the driving part is
d1
M 1  ( M f  M z  M f' )  J11  (4)
dt
J1 、 1 、 1 are the moment of inertia, palstance and
angular acceleration of the driving part, respectively.
The torque equation of the middleware is
M f  M z  M f '  M r  M r '  J z (1   r ) (5)
The torque equation of the follower is
d2
M r  M r '  M 2  J 2 2  (6)
dt
IV. PARALLEL CONTROL AND SIMULATION
Taking into account the actual situation, the working
process of the ship: Normal operation, the ship driven by the
asynchronous motor, this time the gas turbine can have two
kinds of work, that is in a stop working state or not to provide
power for the ship idling state, this time the gas turbine output
speed lower than the rotational speed of the parallel gearbox
input shaft. When the ship needs to improve the speed of
navigation, given the speed of the motor and gas turbine, both
motors are accelerated at the same time. As the output speed
increases, the speed exceeds the base speed of the
asynchronous motor, the induction motor enters the field
weakening speed range, the output torque decreases, the
torque required to propel the ship is complemented by the gas
turbine.
Three kinds of commonly used parallel controller:
Single feedback speed governor, Master - slave governor,
Double feedback speed governor. In this paper, the dual
feedback governor is used as the parallel controller, and the
dual feedback governor is used to receive the feedback value
of the speed of the gas turbine and the motor at the same time.
Based on the difference of the rotational speed, the current
speed setting of the gas turbine and motor is modified.
According to the difference of the rotational speed, the current
speed setting of the gas turbine and the motor is fixed on the
basis of the set value. The basic principles are as follows:
n1*  n0  PID(n2 f  n1 f ) (10)
*
n  n0  PID(n1 f  n2 f ) (11)
2

In the formula, J 2 、  2 are the moment of inertia and the In the equation: n0 for the set speed, n1 f for the engine
angular acceleration of the follower respectively. speed feedback value, n2 f for the motor speed feedback value.
The specific contents of the stress analysis of the non relay Asynchronous motor model using Simulink module in
clutch refer to the reference [14 -16]. the packaging model, the power is 75KW. The gas turbine is
Let M1 and N1 be the input torque and rotational speed of simulated by 160KW asynchronous motor packaging model.
the equipment 1, M2 and N2 are the input torque and The simulation uses fixed step ode4 algorithm, the step size is
rotational speed of the equipment 2 respectively, and M and N set to 2ms.
are the output torque and rotational speed respectively. 75KW asynchronous motor parameters as shown in
Considering the transmission efficiency  of the gear box, the Table 1:
equation is obtained.
Table 1: Parameters of asynchronous motor with 75KW
( M 1  n1  M 2  n2 )   M  n (7)
The propeller absorbs the power of the main engine and Rated Power (PN) 75KW
converts it into the propulsion required for the motion of the Line Voltages (Vl) 400V
ship and moves along with the vessel in the axial direction.
Operating Frequency (fN) 50Hz
The propeller is subjected to a resistance moment M p in the
Rated Speed (nN) 1487r/min
water, which is opposite to direction of the thrust of the
propeller. In order to overcome the resistance moment, the Stator Resistance (Rs) 0.03552 
propeller should rotate at the given speed np , the thrust of the Leakage Inductance (Ls’) 0.000335H
propeller is Tp . Rotor Resistance (Rr) 0.02092 
For the geometric parameters of the propeller, the Leakage Inductance (Lr’) 0.00035H
propeller diameter D, water density  are constant, torque and Mutual Inductance (Lm) 0.0151H
thrust are expressed as Pole Pairs (p) 2
M p  c1  np2 (8) Rotational Inertia (J) 1.25 kg  m 2
2
Tp  c2  np (9) Friction Coefficient (f) 0.03914 N  m  s

185
 Table 2: Parameters of asynchronous motor with 160KW parallel connection has an impact on the output torque, from
figure 9, the parallel connection has an impact on output speed.
Rated Power (PN) 160KW 0.015

Line Voltages (Vl) 400V

Operating Frequency (fN) 50Hz 0.01

Rated Speed (nN) 1487r/min

Lr/m
Stator Resistance (Rs) 0.01379  0.005

Leakage Inductance (Ls’) 0.000152H

Rotor Resistance (Rr) 0.007728 
0
0 0.5 1 1.5 2 2.5 3 3.5 4

Leakage Inductance (Lr’) 0.000152H t/s

In accordance with Figure 2 to build the system Fig. 5 Displacement of the middle part of S.S.S. clutch
simulation model. 2000

Specific control objectives: The controller controls the 1500

asynchronous motor starting to 1400r / min, the load torque is

1000
proportional to the speed square during the motor starting;

T1-T2/(M-m)
After the induction motor is started for 0.7s by the controller, 500

the gas turbine is started and the rotational speed of the gas 0

turbine is set to 1300r / min after the completion of the gas

turbine start. After the completion of the gas turbine start, gas -500

turbine and motor wait for the speed command; set the target 0 0.5 1 1.5 2
t/s
2.5 3 3.5 4

speed of 2800r / min, two machines start to parallel. Fig. 6 Output torque of gas turbine and asynchronous motor
After starting the induction motor, the load torque is 3000

about 500 N  m . During start-up of the gas turbine and during

2500
the waiting process, the gas turbine is in an idling state
because the rotational speed is smaller than that of the 2000
n1-n2/(r/min)

asynchronous motor, so that the gas turbine does not output 1500

torque. After the speed up instruction is issued, the controller 1000

works. Torque setting the load is distributed according to the

500

proportion k  TGT / TM , in this paper, k = 9: 1, that is, after

0

the gas turbine should be able to distribute 1800 size of the 0 0.5 1 1.5 2 2.5 3 3.5 4

load, the motor should be able to allocate 200 size of the load. t/s

After two motors are connected in parallel, their output speed Fig. 7 Output speed of gas turbine and asynchronous motor
should be equal. 3000

The simulation results of the hybrid control system are 2500

shown in Fig.4-9. 2000

1
1500
M/(n-m)

0.9 1000

500
0.8

0
Psir

0.7

-500
0 0.5 1 1.5 2 2.5 3 3.5 4
t/s
0.6

Fig. 8 Output torque of gas paralleling gear box

0.5
3000

0.4
0 0.5 1 1.5 2 2.5 3 3.5 4 2500
t/s

2000
Fig. 4 Setting flux linkage of asynchronous motor
Asynchronous motor achieve a weak magnetic speed in 1500
n/(r/min)

the process of paralleling. As can be seen from Figure 5, as a 1000

key component of the power cut-over, the clutch model work 500

properly; It can be seen from Figure 6 to Figure 9, the 0

simulation results are in full compliance with the expected -500

control strategy requirements, Gas turbine in cut into the 0 0.5 1 1.5 2
t/s
2.5 3 3.5 4

power in 1.5s moment. As can be seen from figure 8, the Fig. 9 Output speed of gas paralleling gear box

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 V. CONCLUSION
The simulation results show that the design of the new
hybrid powertrain system, such as gas turbine and electric
motor, is correct. Dual feedback paralleling regulator and the
gas turbine, the motor within the various regulators run
properly, and achieved good results; Clutch model and
paralleling gear box and other important equipment model are
correct. Control strategy design is effective, the impact of the
parallel connection can be reduced by the adjustment of the
parallel controller. Therefore, the integrated design of the
hybrid system is correct, this design can provide some
reference for the follow-up research in this area.
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