Hassya Althafian Ari

04211841000031

Resume 1: Design and control of hybrid power and propulsion systems for smart
ships: A review of developments

1. Introduction
Shipping industry is currently under regulation to reduce its environmental impact and has to reduce
its emission since shipping is contributes to 15% of the global NOx emission and projected to increase if
there is no action taken. Management improvements of power and propulsion also the energy
management can significantly reduce both CO2 and NOx emission.

This leads to more enforcement through IMO MARPOL regulation on ship emission. IMO MARPOL
Annex VI sets limitation on the weighted cycle nitrogen oxide (NOx) emission for diesel engine with an
output of more than 130 kW. The research area to reduce NOx emission from propulsion and power
generation are NOx reduction technology such as exhaust gas recirculation (EGR) and selective catalytic
reduction aftertreatment (SCR). The other IMO MARPOL regulation is to reduce the Energy Efficiency
Design Index (EEDI) for new ships. The EEDI is a measure of the amount of CO2 emission of cargo ship per
tonne of goods and per mile. New cargo ships must reduce their EEDI from 10% in 2013 to 30% in 2030.
Similar approach is being prepared for other ship types.

On the other side, the operating profile of ships has become more diverse. Power and propulsion
plant has to perform well on many performance criteria. The diverse operational profile makes the
optimization of power and propulsion plant is difficult. There is trade-off between efficiency and
adaptability to diverse operating profiles which leads to growing variety of power and propulsion
architectures are:

1. Mechanical propulsion, electrical propulsion or a hybrid combination of both

2. Power generation with combustion engines, fuel cells, energy storage or a hybrid combination
3. AC or DC electrical distribution.

The increase of complexity in system architecture also increase the degree of freedom in control.
However, the most advance propulsion still use the same traditional control strategies: fixed combinator
curves, fixed frequency generators, rule based use of batteries and operator controlled configuration
settings. But research shows that advanced architectures with traditional control do not significantly
reduce fuel consumption or emission while cost and complexity of the system increase.

2. Mechanical Propulsion
A typical architecture for modern ship is shown in the picture below. A prime mover can be a diesel
engine or gas turbine drives the propulsor usually a propeller either directly or through a gearbox. The
alternative prime movers are steam turbine in combination with a nuclear steam plant and gas turbines.
A separate electrical AC network is required to generate and distribute electric power of auxiliary loads
such as variable speed drives, HVAC and other critical and auxiliary systems. Diesel, steam turbine or gas
turbine generator feed this electrical network.
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Figure 1 Typical Mechanical Propulsion of Ship

Benefit and Challenges of Mechanical Propulsion

Benefit

 Efficient at design speed between 80 and 100% of top speed. In this range, the diesel engine
operates efficiently.
 Low conversion losses because consist only three power conversion stages, main engine, gearbox,
and propeller.
 the limitations on NOx emissions for Tier II and Tier III engines are expressed in g/kWh, efficient
operation, leading to lower power output, will also lead to lower NOx emission
 Purchase cost of mechanical propulsion is low due to low complexity.

Challenges

 Maneuverability is limited by the engine’s operating envelope. Maneuverability can be improved

with CPP but remains limited to prevent engine overloading.
 High static and dynamic engine loading can increase the required maintenance effort for the
engine. Application of CPP with an appropriate control strategy can reduce static and dynamic
loading.
 Mechanical propulsion has a poor fuel efficiency and high emissions when sailing at speeds below
70% of top speed, because engine fuel consumption significantly increases below 50% of rated
power.
 Mechanical propulsion exhibits poor availability, because failure of any of the components in the
drive train directly leads to loss of propulsion.
 The radiated noise performance is limited due to the mechanical transmission path from the
engine to the propeller
 Radiated noise performance due to cavitation is limited, particularly in dynamic conditions, but
can be improved with CPP and a proper control strategy
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Control Strategies for Mechanical Propulsion

1. Governor Speed Control
Mechanical propulsion with fixed pitch propeller is to control engine speed as a function
of the lever setting. The diesel engine speed governor typically fulfils this task with a PID controller.
Most ships are equipped with a lever that sets the reference speed as a percentage of full speed.
Alternatively, the actual reference speed can be entered. Ships can also be controlled with the DP
system. Then the DP system generates the actual shaft or engine speed setting.

Figure 2 Governor Speed Controller

2. State feedback control with engine and turbocharger speed measurement

A method of state feedback controller synthesis using engine and turbocharger speed as
state variables allows a single disturbance origin, for example the propeller load. The method
allows separate scalar requirements for the state variables.

Figure 3 State Feedback Control

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3. Adaptive Speed Control

The speed control loop aims to maintain engine speed causing fluctuation of engine
loading during disturbance from waves and maneuvering. Therefore, adaptive speed control
adapts the diesel engine speed feedback signal to the governor via an amplifier and determines
the optimum value for the amplifier real time with trade-off future predicted engine load
fluctuation and fuel rack actuation due to predicted load disturbance.
4. Combinator Curve Control
The standard control strategy with a CPP is to determine a fixed combinator curve which
sets the relationship between the speed setting from the lever and propeller pitch and engine
speed reference. The combinator curve as such determines the static operating point of the diesel
engine and can be optimised for a number of criteria such as fuel efficiency, engine loading and
cavitation. However, this average operating point also highly depends on the ship’s state (loading,
fouling, etc.) and the environmental conditions (wind and sea state).

Figure 4 Combinator Curve Control Loop for Mechanical Propulsion with Controllable Pitch

5. Combinator Curve Control with Pitch Reduction

Another strategy to prevent overloading has been to apply pitch reduction when the
engine supersedes the overloading criterion, an alternative engine loading limit, comparable to
the operating envelop introduced earlier.
6. Optimal Speed and Pitch H control
It is control strategy that utilizes the control inputs engine fuel rack and propeller pitch.
They define the control objective to minimise the effect of sea state on engine speed and
maximise acceleration and deceleration performance. A constraint is defined to prevent the
engine operating in the overloading region, i.e. torque superseding the overloading criterion.
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Figure 5 Control Loop for Optimal Speed and Pitch H Control

7. Effective Angle of Attack Control

a control strategy that reduces cavitation in operational conditions is proposed. With this
control strategy, propeller pitch is governed to achieve the effective angle of attack at which the
chance of cavitation occurring is minimal. This effective angle of attack is the angle at which water
flows into the propeller blade profile.

Figure 6 Control loop for Effective Angle of Attack Control

3. Electric Propulsion
A typical architecture of an electric propulsion system consists of multiple diesel generator sets feed
a fixed frequency high voltage electrical bus. The bus feeds the electrical propulsion motor drive and the
hotel load, in most cases through a transformer. The electric propulsion motor drive consists of a power
electronic converter used to control shaft line speed and ship speed.
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Figure 7 Electrical Propulsion System Layout

Benefit and Challenges of Electrical Propulsion

Benefit Challenge
Electric propulsion is a fuel-efficient propulsion Due to the additional conversion stages in power
solution when the hotel load is a significant converters and electric motors, electrical
fraction of the propulsion requirement and the propulsion incurs increased losses. These losses
operating profile is diverse because the generator lead to an increase in SFC, particularly near top
power can be used for both propulsion and speed of the ship
auxiliary system.
Secondly, the NOx emissions of electric propulsion When running redundant engines to achieve high
are likely to be less than those of mechanical propulsion availability, which is required for
propulsion, because the propulsion power at full sensitive DP operations, the engines run at low
ship speed is, in most cases, split over more part load. This leads to poor fuel consumption and
engines, which due to their lower individual power a lot of emissions.
run at a higher speed.
Reduced maintenance load, as engines are shared radiated noise due to cavitation increases under
between propulsion and auxiliary load and are operational conditions when fixing propeller pitch
switched off when they are not required and using speed control, which is the standard
control strategy for electric motors. Therefore,
cavitation potentially increases under operational
conditions, particularly for electric propulsion with
fixed pitch propellers and speed control
electric propulsion can achieve reduced radiated Because all loads experience the electrical
noise due to the absence of a mechanical network voltage and frequency, voltage and
transmission path from the engine to the frequency swings under fault conditions can cause
propeller. electrical systems to be switched off, thus
reducing reliability and availability.
Electric propulsion has high availability, at least if
the power and propulsion plant has been designed
for this purpose.
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Control strategies for electrical network

For electrical system there is two parts of control which are the control of the electrical fixed
frequency network aiming to provide robust power supply to all electrical users, and the control of the
propulsion aiming to drive the ship in a certain speed and direction.

a) Voltage and frequency control

The electric propulsion architectures nowadays consist of fixed frequency AC electrical networks. The
frequency of the network is typically maintained by droop speed control in governors or by electric
isochronous load sharing between governors. The main disadvantage of fixed frequency networks is that
the diesel generator always runs at its rated speed. the specific fuel consumption of a typical engine
running at reduced power and nominal speed is significantly higher than when the engine operates on
the propeller curve under design conditions.

b) Secondary Power Management Control

The PMS performs secondary control. It controls the speed and voltage setpoints as to maintain
voltage and frequency within the operating limits of the system during system dynamics. Moreover,
during load changes the PMS provides automatic starting and stopping of generator sets and ensures
online engines are not overloaded by limiting propulsion drives and other loads as necessary. Finally, the
PMS can perform protection functions such as preventing blackout, switching off faulty system parts and
reconfiguring the electrical network after blackout.

Figure 8 Control Strategy for Fixed Frequency AC Network

c) Real time model based power management

the interaction balance principle that uses sub models of the loads and power sources to calculate the
optimum frequency setpoint for each power source, to achieve the globally defined target frequency. The
interaction balance principle can maintain system frequencies after generator blackout within the
specified range while a system with speed governors without secondary control in the presented case
drops below the specified minimum.

d) Power tracking
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a multi time-scale approach for power tracking with two power sources with different dynamic
properties. The work demonstrates that this approach can ensure fast and efficient power tracking due
to its computational efficiency.

Control strategies for propulsion control

Propulsion control has to provide the ships thrust to propel the ship at a certain speed and, in the case
of steerable thrusters, in a certain direction. Most electrical propulsion systems utilise fixed pitch
propellers, because the electrical drive can run at every speed in forward and reverse direction and deliver
full rated torque at every speed. As such, the speed of the ship can be fully controlled without the need
for a controllable pitch propeller. The control strategy for the electric propulsion motor drive, therefore,
is aimed to achieve the required shaft speed. Controlling the propulsion motor torque and flux by
controlling the switching signals of the PWM converter fulfils this aim.

Figure 9 Control Strategy for Electric Drive

a) Torque and power control

Most electric propulsion drives use speed control. Electric drives with torque and power control can
significantly reduce thrust, torque and power fluctuations. A combined torque and power controller
demonstrate the most robust tracking performance in normal conditions. However, in extreme conditions
due to heavy weather, the propeller can lift out of the water or endure ventilation. In these conditions,
torque and power control can lead to propeller over-speed.

4. Hybrid Propulsion
In hybrid propulsion, a direct mechanical drive provides propulsion for high speeds with high
efficiency. Additionally, an electric motor, which is coupled to the same shaft through a gearbox or directly
to the shaft driving the propeller, provides propulsion for low speeds, thus avoiding running the main
engine inefficiently in part load. This motor could also be used as a generator for electrical loads on the
ships services electrical network.
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Figure 10 Hybrid Propulsion System

Benefit and Challenges of Hybrid Propulsion

Benefit Challenges
Benefited from the advantages of both Proper design of hybrid propulsion is required and
mechanical and electrical propulsion a trade-off between the requirements must be
made
The control strategy makes optimal trade-off and Balancing the tradeoff between all requirements
can gives extra degree of control by transferring and design a control strategy to achieve this
electrical power to mechanical drive and vice balance.
versa.

Control Strategies for hybrid propulsion

a) Shaft generator control

The electric motor can run as a shaft generator if the prime mover has sufficient load margin. The
control strategy applied to the converter of the shaft generator is speed and voltage droop control for the
power generation plant side of the power converter. Moreover, the electric machine side of the converter
uses field-oriented control, which is adjusted for the current supplied by the power system side of the
converter to maintain the DC voltage. These strategies combined prove to be successful in running a shaft
generator and diesel generator in parallel. However, due to using speed and voltage droop control, the
load dynamics are shared equally between the shaft generator and the diesel generator.

b) Electric motor assist

When the electric drive is designed to run in parallel with the mechanical drive, it can be used to
increase the top speed of the ship and reduce the engine thermal loading and thus NOx emissions. a
control strategy that uses the electric motor torque to reduce the main engine’s air excess ratio λ, which
indicates the amount of air available in the engine cylinder during combustion, and therefore is a measure
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of engine thermal loading. The control strategy increases torque of the electric drive to maintain the
reference λ value, which is a result of a static map as a function of engine torque, speed and charge
pressure.

5. Electric Propulsion with hybrid power supply

In electrical propulsion with hybrid power supply, a combination of two or more types of power source
can provide electrical power. The classifications of power source are:

 Combustion power supply, from diesel engines, gas turbines or steam turbines,
 Electrochemical power supply from fuel cells,
 Stored power supply from energy storage systems such as batteries, flywheels or super capacitors.

Figure 11 Electric Propulsion System with Hybrid Power Supply

Benefit and Challenges of Electrical Propulsion with Hybrid Power Supply

Benefit Challenges
The energy storage can provide the required The control strategy needs to maximise the
electrical power and enable switching off one or reduction in fuel consumption and emissions, by
more engines when they would be running charging and discharging the battery at the right
inefficiently at part load. The energy storage can time
then be recharged when the engine is running in
an operating point with lower SFC and CO2 and
NOx emissions.
The battery can enable load levelling, by handling Load fluctuation on diesel engines increases fuel
the power fluctuation. This results in constant cost, emissions and maintenance load. Thus the
loading of the engines, maintaining a more control strategy should ideally share dynamic load
efficient operating point. between the battery and the diesel engine in such
a way that the fuel cost, emissions and
maintenance load of all power suppliers are
minimised.
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The battery can enable peak shaving; the battery The increase in purchase cost due to the
delivers power during periods where high power installation of batteries needs to be minimised or
is required and recharges when less power is offset by reduced installed power from diesel
required. This strategy can run engines more engines.
efficiently and reduce installed power.
When the battery is recharged from the grid
alongside, this can reduce fuel consumption and
local emissions.
The battery can provide back-up power during a
failure of combustion power supplies (diesel
generators).

Control Strategies for Electrical Propulsion with Hybrid Power Supply

a. Heuristic Control Strategies
In heuristic control strategies, logical rules determine the operating mode of the plant and the
setting for the battery charge and discharge system. When the battery is applied to serve distinct
operating modes, heuristic control strategies can achieve the aim of the design. For example,
when a ship needs to be able to run silently or without emissions during certain periods, the
engines can be switched off in this operating mode. Also fuel savings can be achieved with rule-
based control, particularly when the operating profile consists of discrete, distinct operating
modes.
b. Equivalent Consumption Minimization Strategy
In the Equivalent Consumption Minimisation Strategy (ECMS), the optimum power management
setpoints are calculated with an optimal control problem formulation that minimises the fuel
consumption of the engine and the equivalent fuel consumption of the battery, which accounts
for the fact that the battery needs to be recharged. In a comparison of various control strategies
against a control benchmark of a hybrid electrical vehicle, various variants of the ECMS consumed
the smallest amount of fuel when simulated over an unknown operating profile.

Figure 12 Control of Hybrid Power Supply with EMCS

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c. Power Management through Operating Load Estimation

This strategy uses the nonlinear optimisation approach to find the minimum of a cost function
that accounts for fuel consumption and battery life. Furthermore, the strategy can also control
discrete events such as the starting and stopping of multiple generators, as opposed to
automotive strategies, which consider only a single engine. If the future operating profile is not
known in advance, the strategy uses a novel load prediction scheme, which anticipates future load
demand based on historical load demand data.
d. Load Levelling
When the engine operates close to the optimal working point from a fuel consumption
perspective, load fluctuation due to fluctuating propulsion load (in high sea state) or other load
disturbances, can cause increased fuel consumption. Then, providing (a percentage of) the
fluctuating load from a battery can reduce the fuel consumption increase. Furthermore, dynamic
engine loading can be reduced, potentially reducing engine wear. This strategy can particularly
deliver fuel savings for transient loads like cranes or dredging pumps.

6. Hybrid Propulsion with hybrid power supply

Hybrid propulsion with hybrid power supply utilises the maximum efficiency of direct mechanical
drive and the flexibility of a combination of combustion power from prime mover(s) and stored power
from energy storage for electrical supply. At low propulsive power an electric drive is available to propel
the ship and switch off the main engine. The machine providing electric drive can also be used as a
generator.

Figure 13 Hybrid Propulsion System with Hybrid Power Supply

Control Strategy of Hybrid Propulsion with Hybrid Power Supply

a. Heuristic Control Strategy
In this approach the control mode of the plant is determined by the operating mode of the vessel
(towing, high speed transit, low speed transit or standby) and the battery state of charge. This
approach can achieve positive results, because the operating modes of the plant lead to very
distinct loading of the system. For example, in low speed transit or standby the main engine
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loading is very low and, therefore, switching off the engine stops the engine operating inefficiently.
However, the amount of fuel and emission savings that can be achieved with a heuristic control
strategy strongly depends on the operating profile of the ship and on the sizing of the components.
b. Equivalent Consumption Minimization Strategy
ECMS control strategy for hybrid propulsion with a battery as a single electrical power supply is
done and implemented on a tug as a test case. The practical applications tend to use diesel
generators as well, further complicating the optimisation strategy.

7. Electric propulsion with DC hybrid power supply

One of the major disadvantages of electric propulsion is that the fuel consumption of the engine at
part load is higher for engines running at fixed speed than for engines running at variable speed (such as
diesel engines). direct drive motor). This limitation of electric propulsion has led to the concept of variable
frequency grids. The adoption of variable frequency networks is very limited, mainly because other
consumers need a fixed frequency power supply. However, a DC distribution system can also allow
variable speed of the motor. The most important reasons for adopting a DC system are to increase energy
efficiency when operating generators at partial load and to reduce losses due to power conversion.

Figure 14 Electrical Propulsion with DC Hybrid Power Supply

Benefits and Challenges of Hybrid DC Power Supply

Benefit Challenges
The DC architecture allows to run the diesel All power sources and loads need to be connected
engine at variable speed, potentially leading to ato the DC network through power electronic
reduction in fuel consumption, emissions, noise converters. If a large amount of fixed frequency AC
and engine mechanical and thermal loading. loads need to be fed, this can lead to a significant
cost increase.
DC architectures are resilient to faults, because In order to enable DC architectures, fault
power electronics allow instantaneous control of protection needs to be resolved
electrical variables and electrical faults do not
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spread across the electrical network and disturb

network voltage and frequency.
The amount and size of switchgear potentially A coordinated control strategy is required to
reduces when the power electronics in the system resolve stability issues and achieve optimal
perform fault protection performance for the criteria

Control Strategy for Electrical Propulsion with DC Power Supply

a. Prime mover frequency control
In DC networks, the frequency of each generator can be selected independently of other
generators, since the AC voltage is rectified. Therefore, the control loop that determines speed is
not used to achieve load sharing between generators in AC systems. As a result, engine speed can
be optimized for any given criteria, such as minimized fuel consumption, optimal engine load,
minimized emissions, and minimized noise frequency.
b. Load Sharing
Load sharing in AC systems is achieved by controlling the frequency drop, while the
equivalent strategy for DC systems is controlling the voltage drop. Therefore, by setting different
values for voltage drop for different current sources in a DC system, current ripple can be unevenly
distributed between current sources. Therefore, in a DC system with a hybrid power supply, the
dynamic component of different types of power supply can be regulated.
c. Optimum Load levelling strategy
An optimization strategy that uses the battery to firstly operate generators at the
optimum charge from a fuel consumption point of view by applying a Charged Discharge (CD)
strategy, and secondly to provide a Optimal power ripple ratio. This strategy requires determining
the average power and power fluctuation. Average power and power fluctuation over a given
time interval or during a mode of operation is also dependent on future data. For online
optimization, these parameters are obtained by filtering instantaneous values with
experimentally derived time constants. In simulations using statistical values for various operating
modes, the strategy results in fuel savings of 7%. However, the results are highly dependent on
the choice of time constants, which in practice may not be constant.
d. Model predictive control for multiple criteria
A real-time MPC to adjust secondary control parameters, primary generator voltage drop,
secondary generator power set point, and drive motor power set point to optimize multiple
performance attributes while maintaining the limitations of the power system components. The
primary control loops that affect secondary control are voltage control for the primary power
source and power control for the secondary power source and propulsion motor.
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Resume 2: Application of ship electric propulsion based on internet of things

system and electronic system
Introduction
The superiority of Integrated Electric Propulsion (IEP) as a component of all electric vessel are
notable. However, the electric drive has burden to the ship electrical framework and cause
unpredictability. The problems need to be solved are total harmonic distortion (THD) of voltage and
causing difficulty in integration of electromechanical package (alternator and propulsion drive), tolerance
limits, voltage, and frequency adjustment errors. The issues have resulted in reduced reliability, increased
costs, and lead times. It is necessary to predict possible problems and dangerous situation to be evaluated.
Therefore, computer simulation is a very useful tool that requires accurate modelling of the system and
its effectiveness. The initial phase of this method is to show and reproduce the impetus drive powerfully.

Methodology
Electric propulsion system has flexible design features that improve fuel efficiency and can reduce
internal volume compared to marine mechanical propulsion system. The contextual data prediction
technique (CDPT) is used to monitor the ship electric propulsion and control the application. It controls
the speed of the motor and acts on the line-side converter.

Figure 15 CDPT Block Diagram

System operation
The communication of current from thyristor in the inductor current (LC) is driven by the back
electromotive force of the motor. But, during the start of the motor, the back electromotive force is zero
or very low. To turn of the thyristor, DC interface current and the engine current is compelled to zero by
the line side converter. The DC bus voltage is reestablished, and the result is the thyristor is set to off.
Thus, the engine speed increase from zero to about 10% and can be switched to load the switching
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operation. Therefore, the static curves of anti-torque and motor speed are not used to cause errors. After
around 5 seconds when the engine speed reaches 1500 rpm, the converter is changed to stack
recompense mode.

Sensor measurement
The voltage sensor is intended to determine, monitor, and measure the voltage supply of AC and/
or DC voltage. Every voltage sensor has floating inputs meaning they can be connected to the circuit
without causing short circuit. It flows along the line passing through the current sensor. If any failure is
happening in the line controller, a signal to cut the supply line off relay is sent and gives the vale to the
microcontroller.

Current transformer (CT) can be used as current monitor and convert primary current to reduce
the secondary current used in meters, relays, controllers, and other devices. The current transformer
calculates the average value of the current that can be safely processed by the equipment. During normal
operation, the current transformer converts high current into a more manageable secondary current.

Figure 16 FPGA Circuit

Total amount of water present can be measured by dielectric properties of measurement system.
One of the measurement items that use dielectric properties is FPGA sensor circuit capacitance-based
sensor which also used to quantify particulate solids in aqueous material. It relates to capacitance sensor
and is in the row of a regular dryer.

IoT system requirements

Internet of things architecture includes many types of sensor such as temperature, gas, and
pressure sensors at various location. Any modern framework divide security performance into two main
function, for each security which can be used to support cameras. Since they cover two sets of
arrangements within this range, some requirements cannot be obtained by accurately reproducing one
of the features.

The Internet of Things is getting more developed, including innovative Internet devices and
programs for things models. Design safety insights to improve efficiency in reducing worker injuries and
deaths and mitigate hardware disasters. Remote related equipment uses the Internet to monitor the
safety measurements of all workers. This is true as well as for data transmission to remote central points,
where communication processing has not yet expanded further development.
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IoT based data transfer

CDPT
Sensors IoT
Controller
Figure 17 IoT Data Transfer Model

The Internet of Things is characterized by a mixture of savvy articles and sharp communication
systems. he internet of things and related practices has great advantages for the internet of energy
surveillance systems. Since it contains the basic information transmitted over the network, based on the
Internet of Things framework, the huge range of reception, and the security issues of the affiliated
company’s system through the system. It uses a data transmission rate of about 10Mbps provided by Wi-
Fi for communication networks, which can be easily implemented in existing Local Area Network (LAN)
infrastructure. The protocol is lightweight and must run beyond its limits on terminal equipment to use
spare resources to send data over the network.

The temperature of the sensor hub meter is consistently transmitted to the edge servers. After
the information is gathered, internet of things structure and the edge server combined is sent to the cloud
server every 10 minutes. Before sending the data to the cloud server, information is preprocessed, thus
reducing the storage capacity and storage data. The proposed framework, the sensor hub utilizes an edge
server to get 6 reading for every second.

Contextual Data Prediction Technique (CDPT) algorithm

1. Step 1: System initialize the input data with the help of sensors

2. Step 2: The sensor senses the ship electric propulsion aspects and the information to the
controller

3. Step 3: Th framework design record which intends to peruse the guideline from the setup
document and the framework activity as per the arrangement document.

4. Step 4: System information from the sensors and investigations information to check whether it
is required to caution the client or keep observing.

5. Step 5: Send the information to the client upon demand utilizing WiFi and hang tight for criticism
from the client.

6. Step 6: On the off chance that input is YES, at that point, check the condition of the dryer condition,
flip the state, and spare the present status in the framework design record.

7. Step 7: End