Proceedings of the 20th World Congress

Proceedings
The of
of the
International
Proceedings 20th
20th World
Federation
the Worldof Congress
Automatic Control
Congress
Proceedings
The of the 20th World Congress Control
The International
Toulouse, France,Federation
International Federation of
of Automatic
July 9-14, 2017 Available
Automatic online at www.sciencedirect.com
Control
The International Federation
Toulouse, of Automatic Control
Toulouse, France,
France, July
July 9-14,
9-14, 2017
2017
Toulouse, France, July 9-14, 2017
ScienceDirect
IFAC PapersOnLine 50-1 (2017) 2296–2303
Parallel
Parallel Control
Control for
for Hybrid
Hybrid Propulsion
Propulsion of
of
Parallel
Parallel Control
Control for Hybrid
for Hybrid Propulsion

Propulsion of
of
Multifunction
Multifunction Ships
Ships 
Multifunction
Multifunction Ships
Ships
∗,∗∗ ∗∗ ∗∗
R. D. Geertsma ∗,∗∗ R. R. Negenborn ∗∗ K. Visser ∗∗
R.
R. D.
D. Geertsma
Geertsma ∗,∗∗ R. R. Negenborn
J. R. R. ∗∗ ∗∗ K. Visser ∗∗
R. D. Geertsma ∗,∗∗ J. R.
J. R. Negenborn
J. Hopman
HopmanNegenborn∗∗
∗∗
∗∗ K. Visser ∗∗
K. Visser
J. J. Hopman
J. J. Hopman ∗∗
∗
∗ Netherlands Defence Academy, 1780 CA Den Helder, The
∗ Netherlands Defence Academy, 1780 CA Den Helder, The
∗ Netherlands Defence Academy, 1780
∗∗
Netherlands,
Netherlands Defence
Netherlands,
(e-mail:
Academy,
(e-mail: 1780 CA CA DenDen Helder,
r.d.geertsma@tudelft.nl).
r.d.geertsma@tudelft.nl). Helder, The The
Netherlands,
∗∗ Delft University
Netherlands,of (e-mail:
Technology, r.d.geertsma@tudelft.nl).
2628CD Delft,
(e-mail: r.d.geertsma@tudelft.nl). The Netherlands.
∗∗ Delft University of Technology, 2628CD Delft, The Netherlands.
∗∗ Delft University of Technology, 2628CD Delft, The Netherlands.
Delft University of Technology, 2628CD Delft, The Netherlands.
Abstract: Multifunction ships, naval vessels in particular, need to reduce fuel consumption
Abstract:
Abstract: Multifunction
Multifunction ships,
ships, naval vessels in particular, need to reduce fuel consumption
while
Abstract:
while
maintaining
Multifunction
maintaining ships, naval
manoeuvrability.
manoeuvrability.
Hybrid
naval
Hybrid
vessels
vessels in
in particular,
propulsion
propulsion
that runs
particular,
that runs
need
need
a
to
to reduce
a main
main reduce
diesel
fuel
fuel consumption
diesel engine
engine
and electric
consumption
and electric
while
drive
while maintaining
in parallel
maintaining canmanoeuvrability.
achieve this.
manoeuvrability. Hybrid
However, propulsion
a parallel
Hybrid propulsion that
control runs
that runs a main
strategy diesel
needs
a mainneedsdieselto engine
to be
engine and
and electric
developed. In
electric
drive
drive
this in
in
paper,parallel
parallel
we can
can
use a achieve
achieve
simulation this.
this. However,
However,
model of a a
a parallel
parallel
hybrid control
control
propulsion strategy
strategy
system needs
to to
investigatebe
be developed.
developed.
two parallelIn
In
drive
this in parallel
paper, we cana achieve
use simulation this.model
However,of a parallel
aa hybrid control strategy
propulsion system needs
to to be developed.
investigate two parallelIn
this
control
this paper,
paper, we
strategies use
we usefor a
for simulation
diesel
a simulation model
mechanical
model of of
and hybrid
electrical
a hybrid propulsion
propulsion
propulsion system
on
system to investigate
multifunction
to investigateships. two
ships. parallel
For
two parallelthe
control
control strategies
strategies
frigate,for diesel
diesel mechanical
mechanical and
and electrical propulsion on multifunction For the
case
control
case
study
strategies
study frigate,
parallel
for diesel control
parallel mechanical
control can and electrical
can increase the ship
electrical
increase the
propulsion
top speed
propulsion
ship top speed
on multifunction
on with 3 kts when
multifunction
with 33 kts when
ships.
usingFor
ships.
using
two
For
two
the
the 4
4
case
MW
case study
electric
study frigate,
drives
frigate, parallel
and two
parallel control
10 MW
control can
main
can increase
diesel
increase the ship
engines, top
compared
the shipcompared speed
top speedwith with
with the
withthe kts
same
3 kts when
when using
baseline two
two 44
hybrid
usinghybrid
MW
MW electric
electric
propulsion drives
drives and
and two
two 10
10 MW
MW main
main diesel
diesel engines,
engines, compared with the same
same baseline
baseline hybrid
MW electricwithout
propulsion drives and
without
parallel
two 10
parallel
control.
MW main
control.
The diesel
The
dieselengines,
diesel
engine speedcompared control with
withwiththe sameelectric drive hybrid
baseline torque
propulsion
control
propulsion without
strategy
without parallel
increases
parallel control.
ship The
acceleration
control. The rateengine
diesel
diesel engine
with 17%
engine
speed
speed
speed andcontrol
control
reduces
control with
with
electric
electric
average
electric
drive
drive
engine
drive
torque
torque
thermal
torque
control
control strategy
with 150 increases
strategy increases ship
ship acceleration
acceleration rate
rate with
with 17% and reduces average
engineengine
torquethermal
loading
control
loading strategy
with 150
K. Moreover,
increases
K. Moreover,ship the
the
electric drive
acceleration
electric drive with 17%
rate speed
speed
control
17%
control
and reduces
andwith diesel
reduces
with diesel
average
average
engine
engine
engine
torque
thermal
control
thermal
control
loading
strategy
loading with
can
with 150
improve K. Moreover,
acceleration
150 K. Moreover, the electric
rate
therate by
electric drive
40%,
drive speed
while
speed control
eliminating
control withwith diesel
thermal engine
loading
dieselloading torque
torque control
fluctuation
enginefluctuation due
control
strategy
strategy
to heavy can can
can improve
improve
seas,improve
and also acceleration
acceleration
reducing enginerate by
by 40%,
40%,
average while
while
thermal eliminating
eliminating
loading with thermal
thermal loading
150 loading
K. Future fluctuation
combination due
due
strategy
to heavy seas, and also acceleration
reducing rate
engine by 40%,
average while
thermal eliminating
loading thermal
with 150 K. Future fluctuation
combination due
to
of
to heavy
the
heavy seas,
seas, and
proposed also
also reducing
electric
and drive speed
reducing engine average
control
engine average thermal
strategy
thermal with loading with
with 150
an adaptive
loading pitch
150 K. Future
Future combination
K. control and optimal
combination
of
of the
the proposed
proposed electric
electric drive
drive speed
speed control
control strategy
strategy with
with an
an adaptive
adaptive pitch
pitch control
control and
and optimal
power
of
power
split
the proposed
split
strategy
electric
strategy
can
can
potentially
drive further
speed control
potentially further
increase
strategy
increase
hybrid
with
hybrid
propulsion
an propulsion
adaptive pitch plant
plant control and optimal
performance.
performance. optimal
power
power split
split strategy
strategy can
can potentially
potentially further
further increase
increase hybrid
hybrid propulsion
propulsion plant
plant performance.
performance.
© 2017, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
Keywords: Marine Systems, Control architectures in marine systems, Nonlinear and optimal
Keywords:
Keywords:
marine Marine
Marine
systems Systems,
Systems,
control, Control
Control
Engine architectures
architectures
modelling and control, in marine
in marine
Hybrid systems,
systems, Nonlineardrive
Nonlinear
and alternative and optimal
and optimal
vehicles,
Keywords:
marine Marine
systems Systems,
control, Control
Engine architectures
modelling and in marine
control, Hybrid systems,
and Nonlineardrive
alternative and optimal
vehicles,
marine
Dynamic
marine systems
systems control,
interaction
control, of Engine
power modelling
plants,
Engineplants,
modellingControland control,
system
andsystem Hybrid
design,
control,design, and
Energy
HybridEnergy alternative
systems.
and alternative drive vehicles,
Dynamic
Dynamic interaction
interaction of power
of power plants, Control
Control system design, Energy systems. drive vehicles,
systems.
Dynamic interaction of power plants, Control system design, Energy systems.
1. INTRODUCTION is of the same magnitude as the ships services (de Waard,
1. INTRODUCTION
INTRODUCTION is of the same magnitude
1.
1. INTRODUCTION is of
of the
2015).
is the Forsame
example,
same hybridas
magnitude
magnitude as the
the ships services
the ships
aspropulsion has been(de
ships services
services (de
(de
Waard,
Waard,
applied
Waard,to
2015).
2015). For
For example,
example, hybrid
hybrid propulsion
propulsion has
has been
been applied
applied to
to
Electric propulsion has gained enormous interest in the naval 2015). frigates and
For example, destroyers
hybrid propulsion(Castles and Bendre,
has been 2009),
applied to
Electric
Electric propulsion
propulsion has gained enormous interest in the naval
naval
towing frigates
frigates
vessels and
and destroyers
destroyers
(Breijs and (Castles
(Castles
Amam, and
and
2016), Bendre,
Bendre,
offshore 2009),
2009),
vessels
cruise
Electricship industryhas
propulsion has gained
in the
gained ‘90senormous
(Vie, 1998),
enormous interest
because
interest in
in the
the it naval frigates and destroyers (Castles and Bendre, 2009),
cruise ship industry in the ‘90s (Vie, 1998), because it towing
towing vessels
vessels (Breijs
(Breijs
andandand Amam,
Amam, 2016),
(van2016), offshore
Loon offshore vessels
and vanvessels
cruise
allows
cruise ship
to
ship
allowstotal
to
industry
match
industry
match the
in
in the
the ‘90s
the connected
connected ‘90s (Vie,
power
power
1998),
1998), because
(Vie,generating
generating
capacity
because
capacity it (Barcellos,
it towing
(Barcellos, vessels2013),
(Breijs
2013), and andyachts
yachtsAmam, (van 2016),
Loon offshore
and van
Zon,
vessels
Zon,
allows
with to match
power the connected
demand of the power
vessel. generating
Since then, capacity
electric (Barcellos,
2016).
(Barcellos, 2013),
2013), and yachts (van Loon and van Zon,
and yachts (van Loon and van Zon,
allows
with to match
total power the connected
demand of the power
vessel. generating
Since then, capacity
electric 2016).
with total
propulsion power
has also demandbeenof the vessel.
successfully Since
appliedthen,in electric
ferries, 2016). 2016).
with total
propulsion power
has demand
alsocable of the
been layers, vessel.
successfully Since
appliedthen, electric
ferries, In most current applications of hybrid propulsion, the
in capital In most current applications of hybrid propulsion,
propulsion
DP drilling has also
vessels, been successfully applied
icebreakers, in
tugs, ferries,
propulsion
DP drilling has alsocable
vessels, been layers,
successfully applied
icebreakers, in capital
tugs, ferries, ship In most eithercurrent applications
operates in directof hybrid mode or the
hybrid propulsion,
ofmechanical the
in
DP
naval
DP drilling
vessels,
drilling vessels,
and even
vessels, cable
cablein layers,
layers, icebreakers,
naval combatants
icebreakers, tugs,
(Moreno
tugs, and In
capital
capital ship
ship
mosteither
either
electrical
current applications
operates
operates
mode. in
in direct
direct
Thesein applications mechanical propulsion,
do not mode
mechanical mode or
or
the
yet achievein
in
naval
naval
Pigazo, vessels,
vessels, and
2007;and Hodgeeven
even in
in
and naval
naval combatants
combatants
Mattick, (Moreno
2008; (Moreno
Loyd et and and ship
al., electrical either operates
mode. These direct
applications mechanical
do not mode
yet or in
achieve
naval
Pigazo, vessels,
2007; andHodgeeven in
and naval combatants
Mattick, 2008; (Moreno
Loyd et and
al., electrical
the full
electrical mode.
potential
mode. These
of
Thesethe applications
hybrid
applications do
propulsion
do not yet
concept.
not yet achieve
First,
achieve
Pigazo,
2003). 2007;
2007; Hodge
However, and
and Mattick,
the significant 2008;
conversion Loyd
Loyd et
2008; losses al.,
in the
al., the full potential of the ishybrid propulsion concept.
Pigazo,
2003). However,
However, Hodge
the significant Mattick,
significant conversion losses et
in the
the the
when
the full
fullthepotential
potential of
of the
main engine the ishybrid
running,
hybrid propulsion
the electric
propulsion driveFirst,
concept.
concept. First,
can
First,
2003).
generators,
2003). However, the
transformers, frequency
the significant conversion
converters
conversion losses
and
losses in
electric
in the very when
when the
the main
main engine
engine is running,
running, the
the electric
electric drive
drive can
can
generators, transformers, frequency converters and electric efficiently generate electric power, and the diesel
generators,
machines
generators, transformers,
lead
transformers, frequency
to poor propulsion
frequency converters
efficiency
converters atand
and load. when
electric
full
electric very
very
the main engine
efficiently
efficiently
generators generate
generate
can thus be shut
is electric
running,power,
electric
the electric
power,
down.power, and
and
Secondly,
drivediesel
the
the
the
can
diesel
electric
machines
machines
Thus, lead
lead
electric to
to poor
poor
propulsion propulsion
propulsion
has only efficiency
efficiency
been at
at
applied full
full
on load.
load.
ships very efficiently
generators can generate
thus be shutelectric
down. and
Secondly, the
the diesel
electric
machines lead propulsion
Thus, aelectric
electric to poor propulsion
has only
only efficiency
beenand at full
applied load. motor
on ships
ships generators
generators can canassist
can thus
thebe
thus bemain shut down.
shutdiesel
down.engine,Secondly, the
the electric
for example
Secondly, to
electric
Thus,
with
Thus, very broad
electric propulsion
propulsion has
operating
has only been
profile
been applied
applied on
a significant
on ships motor
motor can
can assist
assist the
the main
main diesel
diesel engine,
engine, for
for example
example to
to
with aa of very broad operating profile and aa significant
significant improve
motor canacceleration performance,
assist the performance,
main diesel engine, reduce thermal
for exampleloading
to
with
portion
with a very
very broad
hotel load operating
broad compared to
operating profile
profile and
the propulsion
and a load.
significant improve
improve acceleration
acceleration performance, reduce
reduce thermal
thermal loading
loading
portion of hotel load compared to the propulsion load. of the
improve main engine
acceleration or increase
performance, top speed. However,
reduce However, to
thermal loading run
portion of hotel
portion of hotel load compared
load compared to the propulsion load. of the main engine or increase top speed. to run
Alternatively, hybrid propulsiontoachievesthe propulsion load.
high efficiencies of
thethe
of main
the main
main engine
engine
engineandor increase
orelectric
increase top
drive
top inspeed. However,
parallel,
speed. to
to run
an advanced
However, run
Alternatively,
Alternatively, hybrid
hybrid propulsion
propulsion achieves
achieves high
high efficiencies
efficiencies the
the main
main
control engine
engine
strategy and
and
is electric
electric
required. drive
drive in
in parallel,
parallel, an
an advanced
advanced
with direct drive
Alternatively, hybrid diesel engines achieves
propulsion or gas turbines
high at high the main engine and electric drive in parallel, an advanced
efficiencies
with direct
direct drive diesel engines orflexibility
gas turbines
turbines at high
high control strategy
strategy is required.
with
speed,
with while drive
direct allowing
drive diesel
for engines
diesel a similaror
engines gas
orflexibility
gas turbines at
to select the control
at high control
Parallel strategy
control of
is
is required.
required.
the main engine and electric drive to
speed,
speed,
electric while
while allowing
powerallowing
generating for
for a similar
aacapacity
similar flexibility to
for electricto select
select
propulsion the
the Parallel control of the main engine and electric drive to
speed,
electric while
power allowing
generating for similar
capacity flexibility
for electricto select
propulsion the Parallel
date
Parallelhas control
hardly
control of
been
of the main
main engine
thestudied (Geertsma
engine and
and etelectric drive
al., 2017;
electric to
driveSul-
to
electric
and hotel
electric power
load
power generating
at low
generating ship capacity
speeds
capacity for electric
(Geertsma
for electric et propulsion
al., 2017).
propulsion date
date has
has hardly
hardly been
been studied
studied (Geertsma
(Geertsma et
et al.,
al., 2017;
2017; Sul-
Sul-
and hotel load at low ship speeds (Geertsma et al., 2017). ligoi
date et
has al., 2012;
hardly Topaloglou
been studied et al.,
(Geertsma 2016).
et Sulligoi
al., 2017; et al.
Sul-
and
This
and hotel load
concept
load is at low ship
particularly speeds (Geertsma
suitable et
for vessels al., 2017).
et al.,that in ligoi et have
al., 2012; Topaloglou et al., 2016). Sulligoi et al.
Thishotel
This
some concept
concept
operatingis isat low ship speeds
particularly
particularly
modes require suitable
(Geertsma
suitable for vessels
for
a large propulsionvessels 2017).
that
that
load andin
ligoi
ligoi et
in (2012)
(2012)
al.,
al., 2012;
et have 2012; Topaloglou
investigated
Topaloglou
investigated
running
running
et
et al.,
al.,
a
2016).
a shaft
2016).
shaft
Sulligoi
generator
generator
et
et al.
Sulligoidriven al.
driven
This
some concept
operating is particularly
modes require suitable
a large
large for vessels
propulsionload that
load that in
and (2012) (2012)
by the have have investigated
maininvestigated
gas turbine runningrunning
of a FREMM a shaft generator
a shaft frigate.
generator driven
However,
driven
some
in
some operating
other operating
operating modes
modesmodesrequire
require a
require a
a large propulsion
propulsion
propulsionload load and
load that
and their by
by the main gas turbine of a FREMM frigate. However,
in other
in other operating modes require a propulsion by the main
thestudy gas
gas turbine
mainfocussed turbine of
of aa FREMM
on parallel speed and
FREMM frigate. However,
voltage
frigate. droop
However,
in other operating
operating modes modes require
require aa propulsion
propulsion load load that
that their their
control
their
study
study
of
study
focussed
focussed
the electric
focussed
on
on parallel
parallel
drive
ondrive and
parallel
speed
speed
the
speed
and
and
diesel voltage
voltage droop
voltage droop
generator.
and generator. Be-
droop
 This project is partially supported by the project ‘ShipDrive: A control of the electric and the diesel Be-
 This project
 ThisMethodology is partially supported by the project ‘ShipDrive: A control
cause
control the of the
gas
of gas electric
turbine
theturbine
electricmaindrive
main
drivedriveand
drive
and hasthe
has adiesel
very
the adiesel generator.
wide
generator. Be-
operating
Be-
Novel
 This project
project is
for Integrated
is partially
partially
supported
supported
Modelling,
by theControl,
by the
project and
project
Optimiza-
‘ShipDrive:
‘ShipDrive:
A
A
cause
cause
envelope the
the gas
that turbine
is main
insensitive drive
to the has a very
very
relatively wide
wide
smalloperating
operating
dynam-
NovelofMethodology for
for Integrated
Integrated Modelling,
13276) ofControl, and Optimiza- cause the that
gas turbine main drive has a very wide operating
tion
Novel Hybrid Ship Systems’(project
Methodology Modelling, the Dutch
Control, andTechnology
Optimiza- envelope
envelope
of thethat is
is insensitive to the relatively small dynam-
Novel
tion
tion of
Methodology
of Hybrid
Foundation
HybridSTWShip
Shipand
for Integrated Modelling,
Systems’(project 13276)
13276) of
by the Royal Netherlands
Systems’(project
Control,
of the
and Optimiza-
Dutch
Dutch Technology
theNavy. Technology ics
envelope
ics of the
shaft
that
shaftis insensitive
generator, to
insensitive
generator,
thethe
to
the
relatively
thepropulsion
propulsion
small
small dynam-
relatively dynamics
dynamicsdynam-did
did
tion of Hybrid Shipand
Systems’(project 13276) of theNavy.
Dutch Technology ics
Foundation STW by the Royal Netherlands
Foundation STW and by the Royal Netherlands Navy.
Foundation STW and by the Royal Netherlands Navy. ics of the shaft generator, the propulsion dynamics did
of the shaft generator, the propulsion dynamics did
Copyright
2405-8963 ©© 2017
2017, IFAC 2332Hosting by Elsevier Ltd. All rights reserved.
IFAC (International Federation of Automatic Control)
Copyright
Copyright © 2017
2017 IFAC
© under IFAC 2332
2332Control.
Peer review
Copyright © 2017 IFAC responsibility of International Federation of Automatic
2332
10.1016/j.ifacol.2017.08.229
Proceedings of the 20th IFAC World Congress

Toulouse, France, July 9-14, 2017 R.D. Geertsma et al. / IFAC PapersOnLine 50-1 (2017) 2296–2303 2297

Legend: (1)
(7)
(1) Hull (2) (4)
(6)
(2) Diesel generator G
(3)
(3) Electric drive MG
(4) Main diesel (2) G (5)
(5) Gearbox (7)
MG
(6) Shaft G
(6)
(3)
(7) Controllable pitch (2)
propeller (4)
(8) Waves (8) (5)

Fig. 2. Typical hybrid propulsion system layout for a naval

vessel.
Fig. 1. Artist impression of notional future frigate for the
Royal Netherlands Navy, case study in this paper.
Diesel Gearbox ne
not have to be considered in detail. Moreover, Topaloglou engine Mde Mp
and Propeller
et al. (2016) investigate electric motor assist with a control shaftline
np
Xact T
strategy aimed at reducing engine thermal loading with a V, f
Electric
power split controller for the electric machine and speed drive Mem
vw
control for the main engine. The work demonstrates the Control P y vs
actions
waves Hull
potential to reduce fuel consumption and emissions, while vw
Electric Mem
maintaining engine speed control. V, f
Xact drive
Gearbox T
However, in this study we investigate parallel control of Mde np
Diesel and Propeller
Mp
main diesel engines and electric drives. Although diesel en- engine shaftline n
e
gines have been the working horse for most ship propulsion
systems, they can be prone to overloading, particularly for
high performance applications such as naval vessels (Van
Spronsen and Toussain, 2001; Guillemette and Bussières, Fig. 3. Schematic presentation of direct drive propulsion
1997). Furthermore, diesel engines on commercial vessels system for naval vessel showing coupling between
increasingly risk overloading in adverse weather, due to models.
the trend to reduce engine rating to meet EEDI guidelines pitch propeller (CPP), as illustrated in Figure 2. Figure
and their fixed pitch propellers (Kouroutzis and Visser, 2 also shows the electrical network that feeds the elec-
2016; Dedes et al., 2012). Moreover, the limited operating trical drive, but the electrical network dynamics are not
envelope of diesel engines can limit the acceleration perfor- considered in this paper. The model representation of the
mance, of particular interest for multifunction ships such hybrid propulsion components and their interaction are
as naval vessels, offshore vessels and ferries. shown in Figure 3. In order to investigate the performance
In this study, we use simulation models, most of which have of the propulsion plant in adverse weather conditions, the
been introduced in (Geertsma et al., 2016), to investigate influence of waves on the advance speed of the propeller is
performance of parallel control of hybrid propulsion. We modelled as a disturbance. The models of the diesel engine,
compare two strategies: speed control of diesel engines in gearbox, shaft-line, propeller, hull and waves have been
parallel with torque control of electric drives and speed described in Geertsma et al. (2016). This paper introduces
control of electric drives in parallel with torque control the model that represents the induction machine and its
of diesel engines. We assess engine thermal loading and frequency converter to complete the hybrid propulsion
acceleration performance of these control strategies using model.
a frigate case study, shown in Figure 1, against the
same baseline hybrid propulsion without parallel control. 2.1 Induction machine model
Because the static combinator curve mainly determines
the amount of fuel to be consumed, fuel consumption is Induction machine models can be categorised in three
not considered in this paper. categories: equivalent circuit models, state-space models
The paper is organised as follows: In the first section we and partial or complete finite element models (Singh
describe the hybrid propulsion system of the frigate and et al., 2016). Because we are interested in the control
introduce the dynamic model. In the second section we of the induction machine, including the transients in
describe the baseline strategy and two proposed control machine field and torque, we use a fifth-order state-space
strategies. In the third section we present the comparison induction machine model as proposed in (Ong, 1998).
of these strategies with the baseline strategy. In the final Furthermore, we assume balanced supply voltage and thus
section, we summarise conclusions and propose further neglect the zero sequence current. In order to reduce
research into an adaptive control strategy. the simulation time, we model the flux equations in the
synchronously rotating reference frame aligned with the
rotor flux, leading to stationary flux vectors and a zero q
2. SYSTEM DESCRIPTION
component of the rotor field, while Ong (1998) uses the
stationary reference frame.
In this paper, we consider hybrid propulsion that propels a
frigate with two shafts, each consisting of one diesel engine, First, the following state equations represent the dynamic
one electric drive, a gearbox, a shaft and a controllable behaviour of the stator and rotor flux linkages:

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 t
rs  e  Third, the quadrature and direct stator and rotor current
Ψeqs (t) = ωb uqs (t) + Ψmq (t) − Ψeqs (t) in the synchronously rotating reference frame ieqs , ieds , ieqr
0 xs
 (1) and iedr can be represented by the following equations:
ωe (t) e
− Ψds (t) dt Ψeqs (t) − Ψemq (t)
ωb ieqs (t) = (11)
 t  xls
rs
Ψeds (t) = ωb uds (t) + (Ψemd (t) − Ψeds (t)) Ψe (t) − Ψemd (t)
0 xs ieds (t) = ds (12)
 (2) xls
ωe (t) e Ψeqr (t) − Ψemq (t)
+ Ψqs (t) dt
ωb ieqr (t) = (13)
 t xlr
rr  e  Ψe (t) − Ψemd (t)
Ψeqr (t) = ωb Ψmq (t) − Ψeqr (t) iedr (t) = dr . (14)
0 x r xlr
 (3)
ωe (t) − ωr (t) e The phase values of the currents can then be obtained us-
− Ψdr (t) dt
ωb ing Park’s transformation (Ong, 1998, Ch. 5 p. 142). These
 t current values are used as feedback for the controller.
rr
Ψedr (t) = ωb (Ψemd (t) − Ψedr (t))
0 x r Finally, the electromagnetic torque Tem produced in the
 (4) induction machine can be described as follows:
ωe (t) − ωr (t) e
+ Ψqr (t) dt, 3Pp  e 
ωb Tem (t) = Ψds (t)ieqs (t) − Ψeqs (t)ieds (t) . (15)
2ωb
rr ωb ieqr (t)
ωe (t) = ωr (t) − (5)
Ψedr (t) 2.2 Frequency converter model
 t
ρe (t) = ωe (t)dt, (6) This study investigates the mechanical dynamics of paral-
0
lel control of hybrid propulsion. This study does not intend
where Ψeqs is the quadrature component of the stator flux to study the dynamics of the electrical network. Because
linkage per second in the rotating reference frame in V, the response time of modern frequency drives is in the
ωb is the base frequency in rad/s, uqs is the quadrature order of ms and the mechanical dynamic responsi is in
component of the stator voltage in V, rs is the stator the order of 0.1 s, we assume the induction machine is
resistance in Ω, xs is the stator self-inductance in Ω, Ψemq fed with an ideal voltage source. The frequency converter
is the quadrature component of the mutual flux linkage is thus modelled as an ideal voltage source providing the
per second in the rotating reference frame in V, ωe is requested voltage and frequency to the induction machine.
the frequency of the rotating reference frame in rad/s, The control strategy to provide the voltage and frequency
Ψeds is the direct component of the stator flux linkage per reference is discussed in Section 3.
second in the rotating reference frame in V, uds is the
direct component of the stator voltage in V, Ψemd is the 3. CONTROL STRATEGIES
direct component of the mutual flux linkage per second in
the rotating reference frame in V, Ψeqr is the quadrature 3.1 Baseline control strategy
component of the rotor flux linkage per second in the
rotating reference frame in V, rr is the rotor resistance in In the baseline control strategy the main diesel engine
Ω, xr is the rotor self-inductance in Ω, ωr is the electrical provides propulsion at high ship speeds. The primary
rotor speed in rad/s, Ψedr is the direct component of the control objective is to provide propulsion at the requested
rotor flux linkage per second in the rotating reference virtual shaft speed nvirt in rpm, which is the product of
frame in V and ρe is the angle of the rotating reference pitch ratio P and shaft speed ns in rpm as introduced in
frame relative to the a phase of the stator. The electrical (Vrijdag et al., 2008), as follows:
rotor speed ωr is determined by the induction machine P (t) − P0
shaft speed ωi , as follows: nvirt (t) = ns (t), (16)
Pnom − P0
ωr = Pp ωi , (7) where P0 is the pitch ratio at which the propeller delivers
where Pp is the number of pole pairs of the electric zero thrust and Pnom is the nominal pitch ratio.
machine. The relationship between the virtual shaft speed setpoint,
Second, the relationship between the mutual flux and the the engine speed setpoint and pitch ratio setpoint is de-
stator and rotor flux can be represented, as follows: termined in the combinator curve as discussed in Martelli
 e  (2014) and Geertsma et al. (2016). This combinator curve
Ψqs (t) Ψeqr (t) should ensure the static operating points of the engine
Ψemq (t) = xM + (8)
x xlr in design conditions have sufficient margin to the engine
 e ls 
Ψds (t) Ψedr (t) operating envelope. The combinator curve used in the
Ψemd (t) = xM + (9) baseline control strategy is illustrated in Figure 4. Please
xls xlr
note that the nominal pitch ratio Pnom for the baseline
1 1 1 1
= + + , (10) control strategy is lower (1.48) than the pitch ratio for the
xM xm xls xlr parallel control strategies (1.8), because the total available
where xM is the equivalent inductance in Ω and xm is the power at maximum shaft speed is reduced. Moreover, the
mutual inductance in Ω. matching of the propeller with the hybrid propulsion plant

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100 Table 1. Speed and torque control parameters

shaft speed [%] and relative pitch setpoint [%]

80
induction diesel
60 machine engine
proportional gain speed KP S 10 2
40 reset rate speed KIS 0.02 0.5
proportional gain torque KP T 1 0.1
20
reset rate torque KIT 0.2 2
0 proportional gain field KP D 1
reset rate field KID 0.5
-20 acceleration rate dnmax 1.5 rev/s 0.75 rev/s
-40

-60 Voltage
iqse* PID control Q* vqss*
shaft speed for speed control Decomposition
-80 relative pitch setpoint idse* Equation D* vdss*
Equation
relative torque setpoint for torque control 21-22
-100
23-26
-80 -60 -40 -20 0 20 40 60 80 100 120
virtual shaft speed setpoint [rpm]
ωr Current iqse
iqss transformation
Fig. 4. Combinator curve for diesel mechanical and hybrid idse
iqss Equation
propulsion for baseline and parallel control strategies. 17-20

Speed control Torque control

Fig. 6. Schematic representation of indirect field oriented
nref nref
Xset,1 Xset,2 control strategy.
Equation (17) Equation (34)
proposed in Wesselink et al. (2006), Martelli (2014) and
ne Me
Martelli et al. (2014).
Figure 3 Figure 3

3.2 Engine speed control parallel with electric drive torque

Fig. 5. Control loop for mechanical propulsion for speed control
control and torque control.
In this control strategy, the secondary control objective
was performed with total available power of the diesel is to assist diesel engine main propulsion to allow higher
engine and the electric drive according to the matching ship speeds and increase acceleration, while maintaining
procedure proposed in Stapersma (2005). the primary objective to provide the requested virtual
shaft speed. We maintain engine speed control and provide
The primary control strategy for the baseline controller is additional torque to the shaft line with the electric motor.
engine speed control, using the speed setpoint from the The electric motor torque is controlled with direct field
combinator curve. The schematic representation of diesel oriented control as proposed by Blaschke (1974) and Hasse
engine speed control is shown in Figure 5. The controller (1969) and covered in depth in Sudhoff et al. (1998),
algorithm is defined as follows: Trzynadlowski (2001) and Ong (1998). Figure 6 illustrates
 
nref (t) ne (t) the schematic representation of the field oriented control
Xset (t) = KP S − + strategy used in this study.
100 nnom
 t 
nref (t) ne (t) The quadrature and direct current references in the syn-
KIS − dt, (17) chronously rotating reference frame ie∗ e
0 100 nnom qs and ids ∗ in A are
determined from the torque and direct rotor flux references
where Xset is the fuel pump setpoint in %, KP S is the ∗
Tem in N m and Ψe∗
dr in V , as follows:
proportional gain for speed control, KIS is the reset rate
for speed control, nref is the reference speed in % and
∗
nnom is the nominal engine speed in rev/s. 2 (xlr + xm ) Tem (t)ωb
ie∗
qs (t) = e∗ (18)
In order to prevent thermal overloading of the diesel en- 3P xm Ψdr (t)
gine, the acceleration rate can be limited as proposed in e∗ 1 e∗
ids (t) = Ψ (t). (19)
Vrijdag et al. (2010). With a virtual shaft speed acceler- xm dr
ation rate of 0.75 rev/s, engine loading is retained within
the operating envelope, as will be shown in Section 4. The The actual quadrature and direct current in the syn-
resulting speed control parameters are listed in Table 1. chronously rotating reference frame ie∗ e∗
qs and ids in A can be
determined from the measured stator current and mutual
In all control strategies the behaviour of the pitch con- flux ωslip in rad/s, as follows:
troller and the associated hydraulic circuit is simplified xr + xm s
with a first order time delay as described in Geertsma Ψsqr (t) = Ψmq (t) − xr isqs (t) (20)
et al. (2016). Alternative modelling strategies that account xm
for the delays due to the non-linearities in CPP system xr + xm s
Ψsdr (t) = Ψmd (t) − xr isds (t) (21)
behaviour, as discussed in Godjevac et al. (2009), are xm

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2 2 • Increase acceleration by fully utilising electric motor
|Ψsr (t)| = Ψsdr (t) + Ψsqr (t) (22) torque, because the electric motor runs most effi-
Ψsdr (t) ciently at rated torque.
cos ρe (t) = (23) • Reduce engine thermal loading and thermal loading
|Ψsr (t)|
Ψsqr (t) fluctuation by running the engine at constant torque.
sin ρe (t) = s (24) The maximum cylinder temperature is used as an
|Ψr (t)| indicator for the thermal loading.
ieqs (t) = isqs (t) cos (ρe (t)) − isds (t) sin (ρe (t)) (25)
The electric drive now utilises speed control, by adding an
ieds (t) = isqs (t) sin (ρe (t)) − isds (t) cos (ρe (t)). (26) extra speed control loop in front of the torque controller,
as follows:  ∗ 
Subsequently, PID control is applied to obtain the quadra-
ω (t) − ωr (t)
ture and direct references Q∗ and D∗ , as follows: ∗
Tem (t) = KP S +
  ωnom
Q∗ (t) = KP T ie∗ e
qs (t) − iqs (t) + (27)  t ∗ 
 t ω (t) − ωr (t)
 e∗  KIS dt, (33)
KIT iqs (t) − ieqs (t) dt 0 ωnom
0 where ω ∗ is the reference speed for the induction machine
D∗ (t) = KP D (ie∗ e
ds (t) − ids (t)) + (28) as defined in the combinator curve shown in Figure 4.
 t
KID (ie∗ e
ds (t) − ids (t)) dt,
Furthermore the diesel engine is controlled with a torque
0 control loop, as previously proposed in Geertsma et al.
where KP T , KIT , KP D and KID are the gains and reset (2016) and illustrated in Figure 5. The fuel pump setpoint
rates, which have been determined by manual tuning, as Xset (t) is derived from the engine torque setpoint Me∗ , as
defined in Table 1. follows:  ∗ 
Me (t) Me (t)
Finally, the decoupling equations, as discussed in (Ong, Xset (t) = KP T − +
1998, Ch. 9, pp. 448), are used to obtain the direct and Menom Menom
s∗ s∗  t ∗ 
quadrature voltage references vqs and vqs , as follows: Me (t) Me (t)
KIT − dt, (34)
xs ωe (t) e xm ωe (t) e∗ 0 Menom Menom
e∗
vqs (t) = Q∗ (t) + ids (t) + Ψdr (t) where Menom is the nominal engine torque in kNm and the
ωb xr + x m ωb
(29) engine torque setpoint Me∗ is a function of the virtual shaft
x ω (t) x dΨ e∗
(t) speed and is shown in the combinator curve in Figure 4.
s e m
e∗
vds (t) = D∗ (t) + ieqs (t) + dr
ωb (xr + xm ) ωb dt 4. RESULTS
(30)
s∗ e e
vqs (t) = vqs (t) cos (ρe (t)) + vds (t) sin (ρe (t)) (31) 4.1 Simulation experiments
s∗ e e
vds (t) = − vqs (t) sin (ρe (t)) + vds (t) cos (ρe (t)). (32)
In this paper, we consider a frigate as a case study
The phase values of the voltage can then be obtained with hybrid propulsion. The parameters of the hybrid
using Clarke’s transformation (Ong, 1998, Ch. 5 p. 142). propulsion plant, which are based on the parameters in
These phase voltages serve as the reference values for Geertsma et al. (2016), are listed in Table 2. We investigate
the frequency converter, which is assumed to be an ideal heavy weather condition in sea state 5. The MATLAB
voltage source. Simulink R2104b software has been used on a PC with
∗ Intel Core i5 processor and 8 GB memory to simulate the
The relative torque setpoint for torque control Tem in N m
is a function of the virtual shaft speed and is shown in hybrid propulsion plant.
the combinator curve in Figure 4. Because we intend to In the simulation experiment we study an acceleration
investigate the difference between engine speed control manoeuvre from 44 rpm to the maximum 134 rpm virtual
and electric drive speed control, we use an equal power shaft speed in design conditions, starting at t = 200s,
split between the engine and electric drive, using the pro- as shown in Figure 7. The results in the phase plane in
peller law. Both proposed parallel control strategies could Figure 8 show that during the acceleration procedure the
be combined with more advanced optimised power split engine loading meets and slightly exceeds the temporary
control strategies as proposed for automotive applications operation limit. Therefore, the acceleration rate limitation
in Sciarretta et al. (2014), Koot et al. (2005) and Silvas has been chosen at its limit for design conditions, for the
et al. (2015) and for ship application in Grimmelius et al. chosen control strategy and combinator curve.
(2011) and Breijs and Amam (2016).The speed and pitch
setting for this control strategy remain the same as in the 4.2 Engine speed control parallel with electric drive torque
baseline strategy and are also shown in Figure 4. control

3.3 Electric drive speed control parallel with engine torque
control
In this control strategy the primary objective again is to
propel the ship at the requested virtual shaft speed, with
the following secondary objectives:
The simulation results of engine speed control parallel with
the electric drive in torque control in Figure 7 show that
the ship accelerates to a 3 kts higher ship speed and at a
faster rate of acceleration due to the additional torque of
the electric drive: 60 s from 10 to 20 kts in stead of 70 s.
Furthermore, the cylinder peak temperature, an indicator

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Table 2. Frigate case study model parameters.

Hull Diesel engine
ship mass m 5200e3 kg nominal power Pnom 10000 kW
number of propellers kp 2 nominal speed nnom 16.7 rev/s
thrust deduction factor t 0.19 number of cylinders ie 20
maximum ship speed vmax 27 kts fuel injection constant CX 2.7 g
design resistance Rvmax 1138 kN fuel pump time delay τX 0.02 s
nominal resistance factor c0 5896 kg/m heat release efficiency ηq 0.78
Propeller effective compression ratio rc 12.5
wake fraction w 0.09 cylinder volume at state 1 V1 0.0020 m3
diameter D 4.8 m nominal pressure at state 1 p1nom 4.1e5 Pa
design pitch Pd 1.4 temperature at state 1 T1 328 K
nominal pitch Pnom 1.48 and 1.8 gas constant of air Ra 287 J/kgK
relative rotative efficiency ηR 1 specific heat at constant volume of air cv,a 717.5 J/kgK
Gearbox and shaftline specific heat at constat pressure of air cp,a 1004.5 J/kgK
reduction ratio i 7.463 isentropic index of air κa 1.4
total moment of inertia Itot 12500 kgm2 polytropic exponent for expansion nexp 1.38
shaft efficiency ηs 0.99 nominal mechanical efficiency ηmnom 0.90
gearbox loss function parameter a agb 0.0925 kNm nominal constant volume portion Xcv,nom -0.169
gearbox loss function parameter b bgb 0.149 kNms constant volume portion gradient Xcv,grad -1
gearbox loss function parameter c cgb 0.0088
Induction machine Sea state 5
pole pairs P 3 wave amplitude ζ 1.75 m
nominal voltage V 3300 kV wave radial frequency ω 0.74 rad/s
base speed ωb 2 π 50 rad/s wave number k 0.056
mutual reactance xm 9.11 Ω water depth at propeller center z 6.5 m
stator self reactance xs 0.255 Ω standard gravity g 9.81 m/s2
rotor self reactance xr 0.255 Ω
stator resistance rs 0.0083 Ω
rotor resistance rr 0.0083 Ω
nominal power Pnom 4000 kW

30 120
25 engine envelope
ship speed [kts]

temporary operation limit

20 acceleration manoeuvre basline
100
15
10
baseline
80
egine torque [kNm]

5 Diesel Engine speed control parallel

Electric drive speed vontrol parallel
0
40 60 80 100 120 140 160 180 200
time [s] 60
cylinder peak temperature [K]

4000
baseline
3500 Diesel Engine speed control parallel 40
Electric drive speed control parallel
3000
2500
20
2000
1500
1000 0
40 60 80 100 120 140 160 180 200 300 400 500 600 700 800 900 1000 1100
time [s] engine speed [rpm]

Fig. 7. Ship speed and cylinder peak temperature during Fig. 8. Phase plane presentation of acceleration manoeuvre
acceleration manoeuvre of baseline, parallel diesel from 44 rpm to 134 rpm in engine operating envelope
engine speed control and parallel electric drive speed for baseline control.
control strategies. tically reduce the diesel engine load, leading to a very low
engine load, which is highly unfavourable. Furthermore,
for engine thermal loading, has reduced by 150 K, which the engine loading during the manoeuvre, shown in Figure
can lead to significantly less maintenance. Moreover, a 10, has sufficient margin to the engines temporary opera-
reduced peak temperature, and the associated increased tion limit.
air excess ratio will lead to a reduction in NOx as discussed
in Topaloglou et al. (2016).
4.3 Electric drive speed control parallel with engine torque
The simulation results in Figure 9 show that the electric control
motor torque increases with the engine speed. Although
the electric drive could deliver full torque directly, the The simulation results of Figure 7 show that the ship
speed control strategy for the diesel engine would dras- accelerates even faster with electric drive speed control

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40
35
30
electric motor torque [kNm]
25
20
15
10
5
0 acceleration diesel engine speed control
-5
300 400 500
electric motor speed [rpm]
Fig. 9. Phase plane presentation of acceleration manoeuvre
from 44 rpm to 134 rpm in electric drive operating
envelope for parallel diesel engine speed control and
parallel electric drive speed control strategies.
120
engine envelope
temporary operation limit
acceleration engine speed control
100 acceleration electric drive speed control
80
egine torque [kNm]
60
40
20
0
300 400 500
Fig. 10. Phase plane presentation of acceleration manoeu-
vre from 44 rpm to 134 rpm in engine operating enve-
lope for parallel diesel engine speed control strategy.
parallel with engine torque control, because the electric
drive delivers full torque almost instantaneously as shown
in Figure 9; the electric motor torque during the accel-
eration with electric drive speed control increases from
a fluctuating value of -2 to 7 kNm to 37 kNm almost
instantaneously, before the electric motor speed, which is
increased at a limited rate, has accelerated. Moreover, the
maximum cylinder peak temperature and rate of change
of average peak temperature stay the same, as shown in
Figure 7, leading to the same average thermal loading of
the engine. However, the fluctuation of the cylinder peak
temperature due to the wave disturbance, as extensively
discussed in Geertsma et al. (2016) and validated with Van
Spronsen and Toussain (2001), has disappeared, because
the diesel engine runs at constant torque, as illustrated
in Figure 10. This reduction of temperature fluctuation
will significantly reduce thermal stresses in the hot diesel
engine components such as cylinder head, inlet and outlet
valves and turbochargers, again leading to a reduction in
required maintenance.
5. CONCLUSION AND FUTURE RESEARCH
In this paper an electric drive model has been introduced
and integrated in the mechanical propulsion model intro-
duced in Geertsma et al. (2016). The combined hybrid
propulsion model is used to investigate the dynamic per-
formance of hybrid propulsion systems for multifunction
ships. This model needs to be validated against real ship
measurements in order to increase confidence in its results.
The simulation studies performed with this model show
that parallel use of hybrid propulsion in the proposed
acceleration electric drive speed control
configuration can lead to an increase of ship top speed with
3 kts. Moreover, diesel engine speed control parallel with
600 700 800 900 1000 1100
electric drive torque control can improve the acceleration
rate with 17% and reduce engine average thermal loading
with 150 K. Even better, an electric drive speed control
parallel with diesel engine torque control strategy can
improve the acceleration rate by 40%, while eliminating
thermal loading fluctuation, and also reducing engine
average thermal loading with 150 K. The additional cost
is limited to the cost of control strategy development and
implementation, as these vessels require an electric drive
for silent drive already.
Future research should investigate what the impact of the
electric drive load dynamics is on the electrical network
and whether batteries can provide the load dynamics,
thus preventing high load fluctuation on the diesel gen-
erators. Furthermore, the combination of parallel control
and adaptive pitch control, as proposed in Geertsma et al.
(2016), can potentially further improve performance of
diesel engine driven hybrid propulsion plants.
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