Xiao Zhao-xia - Microgrid Symposium Smicrogrid-symposiums.org/wp-content/uploads/2018/...Output...

Coordination Control of Shipboard Microgrids

(This work is by collaboration with Prof. Josep (AAU) and Prof.Su (Taiwan Maritime

University)

Xiao Zhao-xiaTianjin Polytechnic University

Email: [email protected]

State-of-the-art in Shipboard Microgrid

Bow Thruster in Shipboard Microgrid

Coordination control of a Hybrid Electric Ferry

Diesel

Engine

Diesel

Engine

Reduction

and Gearbox

G Service

Loads

Propulsion

Diesel

EngineG Service

Loads

PropulsionDiesel

EngineG M

Electric Propulsion

Conventional Ship

Integrated Power System (AC)

Shaft Generation Solution Hybrid Propulsion Solution

Diesel

EngineG Reduction

and GearboxPropulsion

Diesel

EngineG Reduction


Service

Loads

Shaft Generator

Shaft Generator

Integrated Power System (DC)

Diesel

EngineG Reduction


Service

Loads

Shaft Generator

Growing demand of electricity Energy storage

Diesel

EngineG Service

Loads

M

Electric Propulsion

Battery

Considerable reduction of fuel consumption

ABB’s Onboard DC Grid technology

Less maintenance of generator sets

Improved dynamic response and maneuverability

Ready for new energy sources

Increased space for payload

NKT Victoria

DC distribution technology can save up to 27% of fuel, and

while 14% more of fuel can be saved in Dynamic Position (DP)

mode, while the engine room noise can be reduced by 30%.

Intermittent Renewable

energy

Dynamic Loads

Shipboard MicrogridsRenewable energy-baded Microgrids

Regular Loads

Continuous Economic

Generation

Battery

PV

Wind generation

Loads

Use Of Power Electronic

Converters

Islanded Operation

Common

Diesel

EngineG Service

Loads

M

Electric Propulsion

Battery


Bow Thruster in Shipboard Microgrid


Battery storage supply for the driver of the bow thruster

Reduce the capacity of diesel generators

Improve fuel efficiency

Regenerative braking

G

G

G

M

M

thruster

Main

propulsion

Other loads

Diesel generatorAC

Battery

Bow

20 40 60 80 100

SF

C（

g/k

Wh）

210

212

214

216

218

220

208

224

222

226

120

Generation power（kW）

700rpm800rpm900rpm

1000rpm

Output power of the Bow thruster

0 100 200 300 400 500 600 700

PowerDiesel engine

Power demand

Time/s

Battery discharges when power

demand is greater than the diesel engine output

Battery charges when power demand

is less than the diesel engine output

Fig. Relationship between specific fuel

consumption, generation power and speed of

diesel engine.

Voltage error >5V, Kpu=8;

Voltage error≤5V Kpu =2.5

Kpu =8

An adaptive PI controller for the voltage loop

BUs

ia

ib

ic

iL Lf

Cdc

SPWM

PI +

_iLa

+_iLb

+

_

iLc

Delay

240°

+

+

+

_

_

_

PI

PI

Delay

120°

Current controller

Voltage controller

Battery and its

DC controllerVdc

Ki /sVdc

1

2

error 5

error 5

p

p

K K

K K

=

=

，

，Vdc*

PI PI

PI1

ML

Id

ϴ

Iq

Id

flux

observer

IM

eT 4

3

e rr

M

T L

PL

Iq*

Id*

Iqia

ib

r

rn

r

K

u

u

i

i

n

αβ0

dq0

abc

αβ0

αβ0

dq0

SV

PW

M

Vd

0 5 10 15 20 25-500

0

500

1000

1500

2000

t/s

n/

rmp

n*

n

0 5 10 15 20 2569.5

69.6

69.7

69.8

69.9

70

70.1

t/s

SoC

%

0 5 10 15 20 25-1000

-500

0

500

1000

1500

t/s

T/(

N*m

)

0 5 10 15 20 25-50

0

50

100

150

200

t/s

P/ k

W

0 5 10 15 20 25-100

0

100

200

300

400

500

t/s

I/A

0 5 10 15 20 25680

690

700

710

720

t/s

Vdc/

V

(a)The speed reference and real

speed of bow thruster motor (b)Electromagnetic torque (c)DC bus voltage

(d)Battery SoC (e)Battery charge and discharge power (f)Battery current

Regenerative braking

Simulation of the bow thruster with a battery


Bow Thruster in Ship Microgrid


Mode Ⅰ : Pure electric mode (PE) Mode Ⅱ: The battery and diesel-generator

supple mode (BU&DGs)

Extra Capacitor

SG

SGPMSM

Diesel

Engine

Diesel

Engine

Hotel Load Peak

35kW

Shore Power

380V AC

3 phase

60Hz

Generatoer

2*88kW

440V AC

3 phase 60Hz

440/220 45kVA

Transformer

DC 750VAC 440V

To negative

Battery

650V

100kWh

160Ah

3.3V/cell

Propulsion Motor

150kW

Propulsion driver

Propulsion driver

PMSM

Interleaved three-phase

bidirectional DC/DC converter

Propulsion Motor

150kW

Bi-directional

AC/DC with LCL-filter

Asia’s first hybrid electric ferry

Extra Capacitor

SG

SGPMSM

Diesel

Engine

Diesel

Engine

Hotel Load Peak

35kW

Shore Power

380V AC

3 phase

60Hz

Generatoer

2*88kW

440V AC

3 phase 60Hz

440/220 45kVA

Transformer

DC 750VAC 440V

To negative

Battery

650V

100kWh

160Ah

3.3V/cell

Propulsion Motor

150kW

Propulsion driver

Propulsion driver

PMSM



Propulsion Motor

150kW

Bi-directional


The BUs supplies the

propulsion motors and the hotel

loads

DC distribution power system

The DGs are disconnected

Mode Ⅰ : Pure electric mode (PE)

The interleaved three-phase bidirectional DC/DC converter with its controller

small current ripple

the large supply power

To reduce the capacity of the DC-bus capacitor and escape the

saturation of the duty cycle when the propulsion motors start

Anti-windup PI

BUs

Cdc Vdc

SPWM

ia

ib

ic

iLUB

Zl

SVPWM

Z0

io

Lf

PMSM


DC/DC converter Propulsion driver

Vdc* Anti-windup PI

Vdc

+

_+ _

iL*

iLa

+

_iLb

+

_iLc

Delay

120°

Delay

240°

NOT

NOT

NOT

+

+

+

_

_

_

KP

Anti-windup PI

controller

IBD_limit

-IBC_limit1sKi

kbAnti-windup PI

Anti-windup PI

da

db

dc

The propulsion motors with its power

electronic driver can be considered as

a constant power load from the source

terminal. Constant power load has the

characteristic of negative increment

impedance and may reduce the system

dump and cause the system unstable.

Choose a smaller DC bus capacitor

Extra Capacitor

SG

SGPMSM

Diesel

Engine

Diesel

Engine

Hotel Load Peak

35kW

Shore Power

380V AC

3 phase

60Hz

Generatoer

2*88kW

440V AC

3 phase 60Hz

440/220 45kVA

Transformer

DC 750VAC 440V

To negative

Battery

650V

100kWh

160Ah

3.3V/cell

Propulsion Motor

150kW

Propulsion driver

Propulsion driver

PMSM



Propulsion Motor

150kW

Bi-directional


Improve the dynamic response characteristics and ripple of the

DC bus voltage

Consider the following

Choice of DC/DC Converter Controller Parameters

GPIu GPIi

Gid

Gud

Vdc*

Vdc

+

_

+

_

Vdc

Gm

Gii

Giu

Guu

Zop

++

++

+

io

UB

+

_

Gud Vdc/d Gii il/io

Gid il /d Giu il/Ub

Zop Vdc/io Guu Vdc/Vb

GPIu voltage PI

controller

GPIi the inner loop current

PI controller

V

V 1

dc ud PIi PIuu

ref id PIi ud PIi PIu

G G GG

G G G G G= =

+ +

p

o1

o ii icc uddc

o piu icc ud

Z G G GVZ

i G G G

− = =

+ ZL(s)=-Udc

2/Pe ‧(s+)/ N(s)=Zo(s)/Zl(s)

Mathematical block of the DC/DC converter

0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4-0.4

-0.2

0

0.2

0.4

0.6

0.8

1

1.2

Step Response

Time (seconds)

Am

plit

ude

Kp=0.01

Kp=0.1

Kp=0.3

Kp=0.8

Kp=2

Kp=10

0 0.1 0.2 0.3 0.40

0.2

0.4

0.6

0.8

1

1.2

1.4

Step Response

Time (seconds)

Am

plit

ude

Ki=10

Ki=20

Ki=30

Ki=40

Ki=50

Ki=60

-100

-50

0

Magnitude (

dB

)

100

102

104

106

90

180

270

360

Phase (

deg)

Bode Diagram

Frequency (rad/s)

C=1mF Gm=18.1dB Pm=110deg

C=2mF Gm=24.2dB Pm=104deg

C=4mF Gm=30.2dB Pm=93.5deg



-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4-0.4

-0.2

0

0.2

0.40 dB

-20 dB

-10 dB-6 dB-4 dB-2 dB

20 dB

10 dB 6 dB 4 dB 2 dB

Nyquist Diagram

Real Axis

Imagin

ary

Axi

s

Cdc=1mF

Cdc=2mF

Cdc=4mF

Cdc=10mF

Cdc=14mF

Kp Changes

Nyquist curve of N(s) AND Bode plots of Go

Ki Changes Cdc Changes

-1.2 -1 -0.8 -0.6 -0.4 -0.2 0 0.2-0.8

-0.6

-0.4

-0.2

0

0.2

0.4

0.6

0.80 dB

-20 dB

-10 dB

-6 dB-4 dB-2 dB

20 dB

10 dB

6 dB4 dB 2 dB

Nyquist Diagram

Real Axis

Imagin

ary

Axi

s

Kp=0.01

Kp=0.1

Kp=0.3

Kp=0.8

Kp=2

-1.2 -1 -0.8 -0.6 -0.4 -0.2 0 0.2-0.8

-0.6

-0.4

-0.2

0

0.2

0.4

0.6

0.80 dB

-20 dB

-10 dB

-6 dB-4 dB-2 dB

20 dB

10 dB

6 dB 4 dB 2 dB

Nyquist Diagram

Real Axis

Imagin

ary

Axis

Ki=0.3

Ki=3

Ki=30

Ki=300

Ki=600

-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4-0.4

-0.3

-0.2

-0.1

0

0.1

0.2

0.3

0.40 dB

-20 dB

-10 dB-6 dB-4 dB-2 dB

20 dB

10 dB 6 dB 4 dB 2 dB

Nyquist Diagram

Real Axis

Imagin

ary

Axi

s

Pe=100KW

Pe=150KW

Pe=200KW

Pe=250KW

Pe=300KW

Pe changes and Kp=0.3,

Ki=30,Cdc=4mF

Extra Capacitor

SG

SGPMSM

Diesel

Engine

Diesel

Engine

Hotel Load Peak

35kW

Shore Power

380V AC

3 phase

60Hz

Generatoer

2*88kW

440V AC

3 phase 60Hz

440/220 45kVA

Transformer

DC 750VAC 440V

To negative

Battery

650V

100kWh

160Ah

3.3V/cell

Propulsion Motor

150kW

Propulsion driver

Propulsion driver

PMSM



Propulsion Motor

150kW

Bi-directional


Mode2 : The battery and diesel-generator supple mode

The system frequency 60Hz

Share the reactive power

The power factor of the

diesel generators equal to 1

iL

Rf1Lf1

Cf

AC busio

Vo

abcdq0

abcdq0

Vod , Voqiod , ioq iLd , iLq

Vdc

θVo

Vod* 1/s Kiv 1/s

1/s 1/s

Kpv

Kpv

Voq*

Vod

Voq

Kiv

ωC

ωC

iLd

iLq

ωL

ωL

Kic

Kic

Kpc

Kpc

iLd*

iLd*

Vod

Voq

Viq*

Vid*

F

ioq

iod

KQ

Q

0

F

SV

PW

M

Reactive power sharing

control Voltage control Current control

Lf2 Rf2

θVo

VirtVaL impedance

Vo*

SVPWMDC bus

Bidirectional DC/AC converter

20 40 60 80 100

SF

C（

g/k

Wh）

210

212

214

216

218

220

208

224

222

226

120

Generation power（kW）

700rpm800rpm900rpm

1000rpm

Fig. Relationship between fuel consumption,

generation power and speed of diesel engine.

Q

V

450V

VDGVcon

Diesel generator

DC/AC converter

P

f

60Hz

60.5Hz

0.8Pn

Diesel generator

DC/AC converter

SG

ω*

ω

P

Vac*

K

Q

Vac

K AC Bus

PI1/(1+Tes)

Ef

Diesel

Engine

PI1/(1+Ts)

Z

(fuel)

Excitor Speed regualtion

actuator

Q-V droop control

the load reactive power sharing

AC bus frequency equal to 60Hz

P-f droop control

The optimal operation point of the diesel engine

0.8 times rated power

P-f Q-VDiesel generator’s speed regulator and exciter

0 10 20 30 40 50 60 70 80 90 10029

30

31

32

33

t/s

SoC

%

<SOC (%)>

(a)BU SoC.

0 10 20 30 40 50 60 70 80 90 100

746

748

750

752

t/s

Vdc/V

(c)DC bus voltage

0 10 20 30 40 50 60 70 80 90 100

59.9

60

60.1

60.2

60.3

t/s

f DC

AC

/Hz

(g)System frequency

0 10 20 30 40 50 60 70 80 90 1000

20

40

60

80

t/s

PD

G1/k

W

(h)The active power of DG1 and DG2.

0 10 20 30 40 50 60 70 80 90 1000

500

1000

1500

t/s

n/r

pm

n

p

*

np

(d)The propulsion motor speed

0 10 20 30 40 50 60 70 80 90 100-100

0

100

200

300

t/s

PB

/kW

(b)BU active power

0 10 20 30 40 50 60 70 80 90 100

0

20

40

60

80

100

t/s

PM

1/k

W

(e)The active power of PMSM1 and PMSM1

0 10 20 30 40 50 60 70 80 90 100

60

60.2

60.4

60.6

t/s

f DG

/Hz

(f)The frequency of diesel generator

Simulation of different operation modes of hybrid electric ferry

(i)The reactive power of DG1 and DG2.

0 10 20 30 40 50 60 70 80 90 100

-1000

-500

0

500

t/s

QD

G1/V

ar

Thanks for your attention!

Email: [email protected]

Xiao Zhao-xia - Microgrid Symposium Smicrogrid-symposiums.org/wp-content/uploads/2018/...Output...

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