An Experimental Investigation into the Feasibility of a DC Hybrid Power Plant for a Northern Sea Route Ship
Abstract
:1. Introduction
2. Modelling of the DC Hybrid Power System
2.1. Generator Sets
2.2. Lithium-Ion Battery
2.3. Average-Value-Model (AVM) Rectifier
2.4. Bidirectional DC–DC Converter
3. Control Strategy and Optimisation Algorithm
3.1. Voltage and Frequency Control
3.2. Energy and Power Management System
3.3. Efficiency Optimization Algorithm
- (1)
- Ch/dis mode (k = 1): This mode is applied to relatively light loading conditions. The ESS will start firstly to compensate the load power. When battery SOC% goes below , the DG1 will be powered up to balance the load and charge the battery. The DG2 will not be involved at this stage.
- (2)
- Continuous mode (k = 1): As increases, the duty cycle for the Syn. DGRS will rise; thus, the power from the Syn. DGRS available to charge the battery decreases. When the duty cycle reaches 1, the battery SOC% will be stable as no power flows into the battery. At this stage, the Syn. DGRS will work alone to balance the load power.
- (3)
- Ch/dis mode (k = 2): In this loading condition, the Asy. DGRS will be powered up to cooperate with the Syn. DGRS. The Syn. DGRS will always be kept on at this stage to match the high loading power. The Asy. DGRS will be involved only if the FC (fuel consumption) per hour of the Continuous mode (k = 1) Ch/dis mode (k = 2) , which means that the FC of one DGRS in operation is higher than that of two DGRS. The ESS will be charged/discharged according to the on/off state of the Asy. DGRS.
- (4)
- Continuous mode (k = 2): In the condition of Ch/dis mode (k = 2), with the increase in load power, , the system will be switched to the Continuous mode (k = 2) when the duty cycle gradually approaches 1. In this case, both the DG1 and DG2 are powered up and share the load power evenly. Simultaneously, the battery SOC% will be maintained at a steady level, as no power flows in/out of the ESS. This mode is applied to tackle the highest power-demand condition.
4. Simulation and Experimental Results in Optimisation Control
4.1. Simulation and Experimental Setups
4.2. Simulation and Experimental Results
5. Comparison of Various System Configurations
6. Conclusions
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
Nomenclature
A | Exponential zone amplitude |
B | Inverse of the exponential zone time constant |
C | Fuel consumption per hour |
Damping coefficient of rotor | |
Duty cycles for the one and two active engine condition | |
Battery constant voltage | |
Field voltage vector | |
Battery current | |
DC current to DC bus | |
DC current from converter | |
Reference d-axis current | |
Current vector | |
Inertia of generator | |
K | Polarisation constant |
Actuator gain | |
Control parameters for secondary controller | |
Inductance on the low voltage side of DC–DC converter | |
Adjustable inductance in converter | |
Nitrogen Dioxide | |
O3 | Ozone |
Number of poles | |
Reference power setpoint | |
Actual power for diesel generator rectifier system | |
Minimum diesel generator rectifier system power setpoint | |
Optimal power setpoint of diesel generator rectifier system | |
Reference power setpoint of diesel generator rectifier system | |
Load power | |
Power management system | |
Output power | |
DC-source powers for diesel generator rectifier system 1 and 2 | |
Q | Battery capacity |
R | Battery internal resistance |
Resistance matrices | |
Resistance in the load side of DC–DC converter | |
SOC% | Battery state of charge |
Battery state of charge maximal threshold | |
Battery state of charge minimal threshold | |
Time constant of the actuator | |
Electric torque | |
Mechanical torque | |
Sample time of converter | |
Voltage vector | |
Average voltage on the Low Voltage Side | |
Average voltage on the High Voltage Side | |
Battery voltage | |
DC-link voltage | |
Reference DC-link voltage | |
Excitation field voltage | |
Voltage on the load side of DC–DC converter | |
Leakage reactance matrices | |
Coefficients for synchronous diesel generator rectifier system hourly fuel consumption | |
Coefficients for hourly fuel consumption when two diesel generator rectifier sets work together | |
Power error of diesel generator rectifier system | |
Switching frequency of converter | |
DC current from rectifier | |
dq-axis components of stator winding phase current | |
Load current | |
Filtered current | |
It | Actual battery charge |
K | Number of diesel generator rectifier sets |
Time-delay constant | |
Control signal from the engine controller | |
Permutation matrix group | |
DC voltage of diesel generator rectifier system | |
dq-axis components of stator winding phase voltage | |
Integrated reactance | |
Integrated dq reactance | |
Speed error | |
Control signal from the secondary controller | |
DC–DC converter efficiency | |
Parameters for the filters in voltage regulator | |
Phase shift regulated by the adjustable inductance | |
Reference phase shift | |
Magnetic flux vector | |
Magnetizing flux vector | |
Actual speed | |
Base speed | |
Speed reference | |
Rotor speed | |
Speed matrix | |
Slip matrices | |
Power shift on reference power of diesel generator rectifier system by applying efficiency optimisation system |
Appendix A
Synchronous generator: |
Stator resistance = 0.382 Stator leakage reactance = 0.4222 |
Base electrical angular speed = 3600 rpm |
Field winding resistance = 0.112 Field winding reactance = 0.5768 |
Damping dq-axis winding resistance = 14 , = 5.07 |
Damping dq-axis winding reactance = 3.7209 , = 9.3871 |
Asynchronous generator: |
Stator resistance = 0.382 Stator leakage reactance = 0.4222 |
Base electrical angular speed = 3600 rpm |
Rotor winding resistance, = 0.11 Rotor reactance = 0.57 |
Integrated reactance = 0.09 |
Filter parameters: |
Mechanical system: |
Inertia moment J = 0.03 Damping coefficient D = 0.85 |
Diesel engine parameters: |
Actuator gain = Actuator constant |
Time delay |
Quadratic function coefficients of fuel consumption against DC source: |
Li-ion Battery: |
Exponential zone amplitude A = 58.78 V = 65% |
DC to DC converter: |
F F H = 20,000 Hz Duty cycle D = 50% |
DC-link capacitor: Ct = 0.006 F |
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Equation (22) | ||
Battery Ch. | Battery Dis. | ||
Battery Ch. | Battery Dis. |
Components | |
---|---|
Energy Storage System | Lithium-ion, 384 V, 38 kW, |
DC-link Voltage | 1000 V |
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Zhou, Y.; Pazouki, K.; Norman, R.; Gao, H.; Lin, Z. An Experimental Investigation into the Feasibility of a DC Hybrid Power Plant for a Northern Sea Route Ship. J. Mar. Sci. Eng. 2023, 11, 1653. https://doi.org/10.3390/jmse11091653
Zhou Y, Pazouki K, Norman R, Gao H, Lin Z. An Experimental Investigation into the Feasibility of a DC Hybrid Power Plant for a Northern Sea Route Ship. Journal of Marine Science and Engineering. 2023; 11(9):1653. https://doi.org/10.3390/jmse11091653
Chicago/Turabian StyleZhou, Yi, Kayvan Pazouki, Rose Norman, Haibo Gao, and Zhiguo Lin. 2023. "An Experimental Investigation into the Feasibility of a DC Hybrid Power Plant for a Northern Sea Route Ship" Journal of Marine Science and Engineering 11, no. 9: 1653. https://doi.org/10.3390/jmse11091653