11th

11th IFAC
IFAC Conference
Conference onon Control
Control Applications
Applications in
in
11th IFAC
Marine
Marine
Conference
Systems,
Systems,
on Control
Robotics,
Robotics, and
and Availablein
Applications
Vehicles
Vehicles online at www.sciencedirect.com
11th IFAC
Marine
Opatija, Conference
Systems,
Croatia, on Control
Robotics,
September and Applications
Vehicles
10-12, 2018 in
Opatija,
Marine Croatia, September 10-12, 2018
Opatija,Systems, Robotics, and
Croatia, September Vehicles
10-12, 2018
Opatija, Croatia, September 10-12, 2018 ScienceDirect
IFAC PapersOnLine 51-29 (2018) 98–103

Optimal
Optimal Energy Management for Hybrid Electric Dynamic Positioning Vessels
Optimal Energy
Energy Management
Management for
for Hybrid
Hybrid Electric
Electric Dynamic
Dynamic Positioning
Positioning Vessels
Vessels
Optimal Energy Management for Hybrid Electric Dynamic Positioning Vessels
Truong
Truong Q. Q. Dinh*,
Dinh*, Truong
Truong M.N. M.N. Bui*,Bui*, James
James Marco*,
Marco*, Chris Chris Watts**,
Watts**, Jong Jong I. I. Yoon***
Yoon***
Truong Q. Dinh*, Truong M.N. Bui*, James Marco*, Chris Watts**, Jong I. Yoon***
Truong Q. Dinh*, Truong M.N. Bui*, James Marco*, Chris Watts**, Jong I. Yoon***
*Warwick
*Warwick Manufacturing
Manufacturing Group Group (WMG), (WMG), University
University of of Warwick,
Warwick, Coventry,
Coventry, CV4 CV4 7AL 7AL
*Warwick Manufacturing
UK (Tel: Group (WMG),e-mail:
+44-24-765-74902; University of Warwick, Coventry, CV4 7AL
q.dinh@warwick.ac.uk).
*Warwick Manufacturing Group (WMG), University
UK (Tel: +44-24-765-74902; e-mail: q.dinh@warwick.ac.uk). of Warwick, Coventry, CV4 7AL
UK (Tel: +44-24-765-74902;
**Babcock International e-mail:
Group, q.dinh@warwick.ac.uk).
Leicester, LE3 1UF
UK (Tel: +44-24-765-74902;
**Babcock International e-mail: q.dinh@warwick.ac.uk).
Group, Leicester, LE3 1UF
***Korea **Babcock InternationalInstitute,
Group, 36,
Leicester, LE3 1UF
***Korea Construction
Construction **BabcockEquipment
Equipment Technology
InternationalInstitute,
Technology Group, 36, Sandan-ro,
Leicester,
Sandan-ro,LE3 1UF Gunsan
Gunsan 54004, 54004, South South KoreaKorea
***Korea Construction Equipment Technology Institute, 36, Sandan-ro, Gunsan 54004, South Korea
***Korea Construction Equipment Technology Institute, 36, Sandan-ro, Gunsan 54004, South Korea
Abstract: The
Abstract: The continuous
continuous deterioration
deterioration of of energy
energy resources
resources andand environment
environment as as well
well as as the
the requirement
requirement
Abstract:
to improve The continuous
systems’ deterioration
efficiencies leads oftoenergy
the resources demands
significant and environment
on as well as the requirement
hybridisation/electrification of
to improveThe
Abstract: systems’
continuous efficiencies
deteriorationleads oftoenergythe significant
resources demands
and on hybridisation/electrification
environment as well as the requirement of
to improvesystems/machines.
industrial systems’ efficiencies leads to on
Hybridisation the marine
significant demands
vessels on hybridisation/electrification
traditionally using diesel generators of
has
industrial
to improve systems/machines.
systems’ efficienciesHybridisation
leads to on
the marine vessels
significant traditionally
demands on using diesel generators
hybridisation/electrification has
of
industrial
been then systems/machines. Hybridisation on marine vessels traditionally using diesel generators has
been then recognized
industrial recognized
systems/machines. as
as one
one of the
the major
major targets
ofHybridisation targets
on for
for this evolution.
this vessels
marine evolution. This
This paper
paperusing
traditionally therefore
therefore diesel aims
aims to
to develop
develop
generators hasaa
been then
simple but recognized
efficient as onemanagement
of the major targets for this evolution. This paperdynamic
thereforepositioning
aims to develop a
simple
been then efficient energy
butrecognized energy
as one management
of the major strategy
strategyfor
targets (EMS)
(EMS)
this for
for hybrid
hybridThis
evolution. electric
electric
paper dynamic
therefore positioning
aims to vessels
vesselsa
develop
simple but efficient
(HEDPVs) to optimally energy management
distribute the strategy
energy flows (EMS) for its
between hybridpowerelectric
sources, dynamic
including positioning
generators vessels
and
(HEDPVs)
simple to optimally
but efficient energydistribute
management the energy strategyflows between
(EMS) for its
hybridpower sources,
electric including
dynamic generators
positioning and
vessels
(HEDPVs)
energy to optimally
storages (batteriesdistribute
and/or the energy flows between its power sources, including generators and
energy
(HEDPVs) storages
to (batteries
optimally and/orthesuper-capacitors).
distribute super-capacitors).
energy flows This
This its
between EMS
EMS poweris built
built based
is sources, based
including on
on equivalent
equivalent
generators fuel
fuel
and
energy
consumption storages (batteries
minimization and/or
(EFCM) super-capacitors).
concept This EMS is built based on equivalent fuel
consumption
energy storages minimization
(batteries (EFCM)
and/or concept and
super-capacitors).and simple
simple
This rule-based
rule-based
EMS is logics
logics
built considering
considering
based on aa number
numberfuel
equivalent of
of
consumption
system factors, minimization
such as load(EFCM)demands, concept and simple
propulsion rule-baseddynamics
components’ logics considering
and a numberThe
performances. of
system
consumption factors, such as load
minimization (EFCM)demands, concept propulsion
and components’
simple rule-based dynamics
logics and performances.
considering a number Theof
system
effectiveness factors, of such as load demands, propulsion components’ dynamics and performances. The
effectiveness
system factors, of the
the
such proposed
proposed
as load EMS
EMS is
is then
demands, investigated
thenpropulsion
investigated through
through numerical
components’ numerical
dynamics simulations
simulations
and in
in comparison
performances. comparison The
effectiveness
with rule-based ofcontrol
the proposed
approaches. EMS is then investigated through numerical simulations in comparison
with rule-based
effectiveness ofcontrol approaches.
the proposed EMS is then investigated through numerical simulations in comparison
with rule-based control approaches.
with
© 2018,rule-based
IFAC
Keywords: Marine control
(International
Marine vessel, approaches.
Federation
vessel, hybrid,
hybrid, energy,
energy, of Automatic Control)battery,
diesel generator,
generator, Hostingoptimisation
battery, by Elsevier Ltd. All rights reserved.
optimisation
Keywords: diesel
Keywords: Marine vessel, hybrid, energy, diesel generator, battery, optimisation
Keywords: Marine vessel, hybrid, energy, diesel generator, battery, optimisation
performance,
performance, Papalambrou
Papalambrou and and his his colleagues
colleagues (2017) (2017)
1.
1. INTRODUCTION
INTRODUCTION performance, Papalambrou and his by colleagues (2017)
1. INTRODUCTION introduce
performance, an adaptive-MPC
introduce an adaptive-MPC
Papalambrou solution
solution
and his by integrating
integrating
colleagues the
the
(2017)
1. INTRODUCTION introduce
prediction an
model adaptive-MPC
with a disturbance solution model.by integrating
Although the
these
The rapidly rising fuel prices and the environmental
The rapidly rising fuel prices and the environmental pollution introduce pollution prediction model
an with
adaptive-MPC a disturbance solution model.by Although
integrating these
the
The rapidly rising fuel prices and the environmental pollution prediction
approaches model
showed with a
the disturbance
good model. Although these
have led
led to
haverapidly
The urgent
to rising
urgentfuel demands
demands
prices for efficient
for the
and efficient and
and clean
environmental energy
energy approaches
cleanpollution prediction showed
model with the
a good fuel
disturbance fuel model.saving potential,
saving Although
potential,these the
the
have led to urgent
technologies across demands
industries. for Inefficient
the and cleanindustry, energy approaches
dependencies showed
on
on the
the good
the system model fueland saving
the potential,
the selection of the
of the
technologies
have acrossdemands
led to urgent industries. for In the shipping
efficient shipping
and cleanindustry, energy dependencies
approaches
dependencies showed
on thecould
system
the good
system
model
model fueland
and saving selection
potential,
the selection
the
the
ofother
the
technologies
although across industries. In the shipping industry, prediction horizon hinder their applicability. In
although electrical
electrical
technologies across propulsion
propulsion
industries. introduced
introduced
In the in
in the
the early
shipping early 1990s
industry, prediction horizon
1990s dependencies
prediction on thecould
horizon system
could
hinder
hinder model their
their and applicability.
the selectionIn
applicability. In ofother
the
other
although
offers electrical propulsion introduced in the early 1990s studies,
studies, optimisation and load
load prediction techniques were
offers key
although advantages
keyelectrical
advantages over
over mechanical
propulsion mechanical
introduced propulsion
propulsion
in the early in
in terms
terms
1990sof
of prediction
studies,
optimisation
horizon could
optimisation
and hinder
and load
prediction
their applicability.
prediction
techniques
techniques
were
In other
were
offers
fuel key
economy,advantages
emissions over andmechanical
maintenance propulsion
load, in
there terms
is stillofa utilised
utilised
studies, to
to find
find
optimisation out
out the
the
and loadoptimal
optimal
predictionpower
power split
split
techniques between
between
were
fuel economy,
offers key emissions
advantages over and maintenance
mechanical load,
propulsion there
in is still
terms ofa utilised to find out the optimal power split between
fuel economy,
significant emissions and
requirement to maintenance
improve theload, there issystem
overall still a generators and batteries to minimise fuel consumption of
significant
fuel economy,
significant
requirement
emissions and
requirement
to improve
to maintenance
improve the
theload,overall still a generators and batteries to minimise fuel consumption of
system
there issystem
overall
generators
utilised to and
find batteries
out theto minimise
optimal fuel
power consumption
split between of
performance. Meanwhile, operating profiles of ships, hybrid electric
hybrid electric tugboats
and tugboats
batteries (Vu (Vu et al., 2015).
et al., 2015). Nevertheless,
fuel Nevertheless,
consumption the the
performance.requirement
significant Meanwhile,to operating improve profiles
the overall ships, generators
of system hybrid electric tugboats to minimise
(Vu et al., 2015). Nevertheless, of
the
performance.
especially Meanwhile, operating profiles increasingly
of ships, load prediction performance and its
its robustness was
was not
especially large
performance. size
size vessels,
largeMeanwhile, vessels, have
have become
operating become
profiles increasingly
of ships, load
hybrid
load
prediction
electric
prediction
performance
tugboats
performance (Vu etand
al.,
and 2015). robustness
Nevertheless,
its robustness was fuel
not
the
not
especially
diverse large size vessels, have transport
become services.
increasingly discussed. To
To overcome these difficulties, equivalent
diverse due to
to the
due large
especially the growth
growth
size vessels,in
in maritime
maritimehave transport
become services.
increasingly This
This discussed.
load prediction
discussed. To
overcome
performance
overcome
theseand
these
difficulties,
its robustness
difficulties,
equivalent
equivalentwas fuelnot
fuel
diverse
requires due
high to the growth in maritime transport services. This consumption minimisation technique was
was applied to
to hybrid
hightofuel
requiresdue
diverse fuel
the use,
use,
growth leading
leading
in to
to large environment
large transport
maritime environment impacts.
impacts.
services. This consumption
discussed.
consumption To minimisation
overcome
minimisation
technique
these
techniquedifficulties, applied
was applied equivalent hybrid
fuel
to hybrid
requires high fuel use, leading to large environment impacts. electric
electric tugboats
consumptiontugboats to
to perform the
the instantaneous
perform technique
minimisation instantaneous
was applied optimisation
optimisation
to hybrid of
of
requires
To high fuel
address these use,challenges
leading to large of environment
ships, hybrid impacts.
electric electric tugboats to perform the instantaneous optimisation of
To address these challenges of ships, hybrid electric electric the
the power
power split
split
tugboats (Yuan
(Yuan
to et
et
perform al.,
al., 2016).
2016).
the However
However
instantaneous to
to perform
perform
optimisation the
the
of
To address
propulsion is these challenges
considered as of ships, hybrid electric the power split (Yuan et al., 2016). However to perform the
propulsion
To address istheseconsidered
challenges as an an
of efficiency
efficiency
ships, hybridway which
which EFCM
way electric EFCM
the powercost
cost function,
function,
split (Yuan the
the
et conversion
conversion
al., 2016). from
from
However electric
electric
to energy
energy
perform to
to
the
propulsion
combines the istraditional
considered dieselas generator-powered
an efficiency way which EFCM
propulsion fuel cost was
energy function,
fixed the conversion
without consideringfrom electric
the energy
battery to
states
combines
propulsion the istraditional
considered dieselas generator-powered
an efficiency propulsion
way which fuel
EFCM energy
cost was fixed
function, without
the conversion consideringfrom the battery
electric states
energy to
combines
with an the traditional diesel generator-powered propulsion fuel energy was fixed without considering the battery states
with an energy
combines energy
the storage
storage diesel
traditional system
system (ESS)
(ESS) (Lan (Lan et
generator-powered et al.,
al., 2015).
2015). and
propulsion the
the way
and energy
fuel waywas to
tofixedswitch
switch
without the engine-generator
theconsidering
engine-generator the batterywas not
wasstates
not
with
Among an energy
existing storage
ESS system
technologies,(ESS) (Lan battery, et al., 2015). and
especially the way to switch the engine-generator was not
Among
with
Among
existingstorage
an energy
existing
ESS system
ESS
technologies,
technologies,(ESS) (Lan battery,
battery, et al., 2015). discussed.
especially
especially discussed.
and the way Therefore,
Therefore,
to switch the
the issues
issues for
for hybrid
hybrid electric
the engine-generator electricwas marine
marinenot
lithium-ion battery, and super capacitors are considered as the discussed.
as the vessels are Therefore, the issues for hybrid electric marine
lithium-ion
Among
lithium-ion
battery, ESS
existing
battery,
and super
and super
capacitors are
technologies,
capacitors
considered
battery,
are considered especially
as the vessels
discussed.are still
still remained
remained
Therefore, theinterested
interested
issues to
to researchers.
for researchers.
hybrid electric marine
most
most suitable options vessels are still remained interested to researchers.
most
suitable
lithium-ion options
battery,
suitable options and toto
to
improve
improve
super capacitors
improve
fuel
fuel aresavings
savings
fuelelectric
and
and reduce
considered
savings and(Ovrum
reduce
as the vessels are still remained interested to researchers.
reduce
exhaust gas emissions of the traditional ships This study
study aims aims to to develop
develop aa simple simple but but efficient
efficient energy
exhaust
most
exhaust
gas emissions
suitable options of
gas emissions
the
oftothe
traditional
improve
traditionalfuelelectric
savingsships
electric and(Ovrum
ships reduce This
(Ovrum This study aims to develop a simple butships.
efficient
energy
energy
and Bergh, 2015; Dedes et al., 2012). However, energy management
management
This study strategy
strategy
aims to for
for
develop hybrid
hybrid a electric
electric
simple butships. A
A
efficient dynamic
dynamic
energy
and Bergh,
exhaust 2015; Dedes
gas emissions of theet al., 2012).
traditional However,
electric ships (Ovrum energy management strategy for hybrid electric ships. A dynamic
and Bergh,
management 2015;
of such Dedes
complex et al.,
systems 2012).
in However,
order to enhance energy
the positioning vessel is selected as a case study to design the
management
and of suchDedes
Bergh, 2015; complex et systems
al., 2012). in order to enhance
However, the positioning vessel is selected as a case study to design the
energy positioning
management vessel
strategy is selected
for hybrid as a case
electric study
ships. to A design
dynamic the
management
low emission of such complex systems in order to enhance the EMS. Here, the EMS is the combination of simple rule-based
low emissionofand
management andsuchhigh
high energy efficiency
energysystems
complex efficiency in ships
shipstobecomes
order becomes
enhance one
one
the EMS. Here, vessel
positioning
EMS. Here,
the EMS
the EMS
is the combination
is selected
is the
as a case of
combination of
simple
study
simple
rule-based
to design
rule-based
the
low
of emission
the major and high energyissues
technological efficiency
for ships becomes
deployment of one logics
this and an EFCM approach which takes into account a
of
low the major
emission
of the major
technological
and high energyissues
technological
issues for
efficiency deployment
ships becomes
for deployment
of one logics and an EFCM approach which takes into account aa
this
of this
logics
EMS. and
Here, an
the EFCM
EMS isapproach
the which
combination takes
of into
simple account
rule-based
technology in shipping industry. number
numberand of the
of the machine
an machine states
states such such as power
as power requests,
takesrequests, electric
electrica
technology
of the major
technology
in shipping
technological
in shipping
industry.
industry. issues for deployment of this logics number of the EFCM approach
machine states such which
as power into account
requests, electric
grid
grid
numberand
andofengine-generator
engine-generator
the machine statesperformances,
performances,
such as power and
and battery status.
batteryelectric
requests, status.
technology
Related in
works shipping
then industry.
introduced different control strategies to grid and engine-generator performances, and battery status.
Related works then introduced different control strategies to To To overcome
overcome the
the limitations
limitations in
in traditional
traditional EFCM,
EFCM, the
the
Related
prolong works
battery then
life introduced
and reduce different
fuel control strategies
consumption of vessels to grid
To and engine-generator
overcome
dynamic equivalentthe factors
performances,
limitationsfor thein battery
and battery
traditional
energy EFCM,
are
status.
used the
to
prolong works
Related batterythen life introduced
and reduce differentfuel consumption
control of vessels
strategies to dynamic
To equivalent
overcome factors
the factors
limitationsfor the battery
inbattery energy
traditional are
EFCM, used to
the
prolong
(Zahedi battery
et al., life
2014; andWang reduceetfuel al.,consumption
2008). Hou ofand vessels
his dynamic
form the equivalent
cost function and for
online the regulated energy
depending are used
on to
the
(Zahedi battery
prolong et al., life 2014; and Wang
reduce etfuel
al.,consumption
2008). Houofand his dynamic
vessels form the cost function
equivalent and
factors online
for the regulated
battery depending
energy are on
used the
to
(Zahedi
colleagues et (2014)
al., 2014; Wang eta al.,
introduced model 2008). Hou and
predictive his form
control batterythe cost
states. function
In and
addition, online regulated
transient depending
behaviour on
of the
the
colleagueset (2014)
(Zahedi al., 2014;introduced
Wang a al.,
et model predictive
2008). Hou control
and his battery
form the states.
cost In
function addition,
and online transient
regulated behaviour
depending of
on the
colleagues
(MPC) (2014) introduced a model predictive control battery states. In addition, transient behaviour of the
(MPC) scheme
scheme
colleagues (2014) to
to optimise
optimise
introduced the
the use
use of
of batteries
a model batteries and
and capacitors
predictive control generators
capacitors generators
battery (start/stop)
(start/stop)
states. is
is considered
In addition, considered transient as
as another
another
behaviour constraint
constraint
of the in
in
(MPC)
in scheme
mitigating theto optimise
power the use
fluctuations. of batteries
To improveand capacitors
the MPC generators
making the (start/stop)
decisions. is
The considered
effectiveness as another
of the constraint
proposed EMS in
in mitigating
(MPC) scheme theto power
optimise fluctuations.
the use of To improve
batteries and the MPC
capacitors making the (start/stop)
generators decisions. The is effectiveness
considered as of the proposed
another constraint EMS in
in mitigating the power fluctuations. To improve the MPC making the decisions. The effectiveness of the proposed EMS
in mitigating the power fluctuations. To improve the MPC making the decisions. The effectiveness of the proposed EMS
2405-8963 © 2018, IFAC (International Federation of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
Peer review©
Copyright
Copyright ©under
2018 responsibility
2018 IFAC
IFAC of International Federation of Automatic
98 Control.
98
Copyright © 2018 IFAC
10.1016/j.ifacol.2018.09.476 98
Copyright © 2018 IFAC 98
 IFAC CAMS 2018
Opatija, Croatia, September 10-12, 2018 Truong Q. Dinh et al. / IFAC PapersOnLine 51-29 (2018) 98–103 99

in managing the HEDPV to save the fuel consumptions (as designed to ensure the DP performance as well as to quickly
well as CO2 emissions) and therefore operation cost is then adapt to any peak loads. This causes the engine-generators to
validated through numerical simulations. run at low power and therefore lower efficiency. To tackle
this challenge, deployment of ESSs like batteries and super
Mechanical link Electrical link
capacitors with a proper EMS in vessel propulsion systems is
the feasible solution.

Distribution Bus
2.3 Deployment of Battery and Working Principle
To address the two design requirements, battery is
acknowledged as the key component due to the following
benefits:

• The use of battery enables an additional degree of

freedom to control the power network which
consequently allows one or more engines can be shut
down to avoid running at low loads and therefore
providing low efficiency. Consequently, the fuel
Fig. 1. Propulsion layout of a hybrid electric vessel. consumption, emissions and noise-vibration-hardness
(NVH) level of the engines can be reduced.
2. HEDPV SYSTEM
2.1 General Propulsion Architecture • Similar to automotive applications, the use of battery
underpins the load levelling concept. It means the engine-
A general architecture of the propulsion system of a hybrid generators can work at constant loads disregarding the
electric vessel is depicted in Fig. 1. As shown in this figure, actual load fluctuation by dis-charging or re-charging the
the system consists of: (1) Diesel engine-generators and battery. By this way, the engine-generators can always
battery are used as the main sources to generate electricity for reach their optimal operating points to maximize the fuel
an AC (alternating current) grid, named distribution bus; (2) economy.
Transformers and power converters to distribute electricity to
both propellers, thrusters and auxiliary (hotel) loads. Due to • Other functions of the battery are known as peak shaving
the use of AC network, two main requirements in designing (Dedes et al., 2012), energy regeneration from braking
the propulsion system for this type of vessels are identified: and back-up power (Geertsma et al., 2017). In case of
large power request, the battery energy can be added to
• To stabilize the frequency (60Hz) and voltage of the the total energy from the generators to reach the
distributions bus within acceptable ranges. It means the demanded level.
speed of engine-generator needs to be kept constant;
However, there is also a number of challenges for the battery
• To maximize the efficiency of the engine-generators in use (Sun, 2015):
order to improve fuel economy and emission savings
without scarifying the vessel performance. • A control algorithm is necessary to decide charge-
discharge profiles of the battery in such a way that the
fuel consumption and emissions of the engines are
2.2 Dynamic Positioning Vessels
minimised while the machine performance is guaranteed;
Due to the unique characteristic of dynamic positioning (DP)
systems that enable vessels to maintain their position and • In addition, power flows between the battery and engines
heading automatically, this type of vessels (called DPV) has need to be effectively derived to provide the best working
been becoming an important portion of the marine sector (Bø conditions for the battery. This consequently prolongs
et al., 2016). This technology has been applied for not only lifetime of the battery.
the offshore oil industry but also a wide range of vessels,
covering cruise ships, flotels, cable-laying ships, and supply 3. HEDPV MODEL
vessels. A general operating profile of a DPV normally is the
combination of seven modes, transit (cruising), DP loading, In this section, a simple mathematical model of the HEDPV
DP standby, harbour loading, harbour, emergency, and black is introduced as the combination of components’ models to
start. Here, the first five modes are mostly operated and in the support the investigation of the proposed EMS. For
sequence of power request from high to low. simplicity, the following assumptions have been made:

For a voyage, after loading in harbour, the vessel transits • Rapid responses of power electronics in the propulsion
from port to the area of operation and may stay stationary are negligible and then, energy losses through these
there for few weeks while conducting work. Thus, the vessel devices are assumed constant and represented by an
spends most of the time (up to 80%) in DP loading and DP efficiency value;
standby modes before returning to port and unloads. In this
• Transient responses of engine-generators are not taken
situation, the power requested to operate the vessel is much
into account. Thus, energy losses through the machines
lower than the capacity of the propulsion system which is
can be statically represented by their performance maps;

99
IFAC CAMS 2018
100
Opatija, Croatia, September 10-12, 2018 Truong Q. Dinh et al. / IFAC PapersOnLine 51-29 (2018) 98–103

 Pbat (k )∆ T 
SOC (k + 1) = SOC (k ) −  
(5)
 oc
V (k )Q max 3600 
where, ∆T is the sapling period; 0 % ≤ SOC ≤ 100 % .
3.3 Other Power Electronics
As the assumptions, performance of the other power
electronics on the power network is approximated by an
efficiency factor, η pe .

4. ENERGY MANAGEMENT STRATEGY

4.1 Overall Management Concept
The overall system control diagram can be simply described
in Fig. 4. To address the requirements of HEDPV propulsion
system, the EMS is introduced in this section to control the
Fig. 2. Engine performance map used for HEDPV model. system in such a way that: (1) the engine can run at its
desired speed underpinning the stable grid frequency; (2) the
Ibat
DC + Rbat battery is used to allow the engines can be shut down to save
VOC Load
fuel consumption and emissions; (3) the engine can run near
it optimal operating point with respect to the desired speed by
-
regulating the battery flow. Here, the EMS employs the
Fig. 3. Battery equivalent circuit model. EFCM algorithm to define instantaneously the optimal power
split ratio between the engine-generators and the battery
• Temperature variation and its impacts on the system based on the system states.
performance are not considered while propulsion loads
4.2 EFCM Algorithm
and hotel loads are represented by a dynamic load profile.
The EFCM is originally designed for electric hybridisation in
3.1 Diesel Engine-Generator Model automotive sectors. In case a propulsion system includes
Based on the modelling assumptions, the diesel engine is engines and batteries and engine fuel consumption is selected
represented by a break specific fuel consumption (BSFC, as the key performance factor, the EFCM principle is a
g/kWh) map of a 553kW Caterpillar shown in Fig. 2. The discharge from batteries at present will lead to a future
instantaneous engine consumption, Meng L/h, can be obtained: equivalent charge to batteries by engines (a future fuel burn).
On the contrary, a charge to batteries at present will allow a
Peng
M eng = 0 .84 BSFC (1) future equivalent discharge from batteries to assist engines (a
1000 future fuel save). Thus, the EFCM algorithm is constructed
where Peng is the engine output power (kW). based on a cost function (denoted as J) which is normally the
total equivalent consumption of the targeted system during
The generator is represented by its efficiency map ( η gen ). one-step-ahead operation, expressed as: (Yuan et al., 2016)
The relationship between Peng and generator output power, n m

Pgen kW, is then expressed as: J = ∑ m engfuel,i + ∑ m batfuel, j

i =1 j =1
(6)

Pgen = Peng η gen (2) n

3.2 Battery Model where ∑ m
i =1
fuel
eng ,i is the total fuel consumption of n engines
The battery is modelled by a simple equivalent circuit as
m
depicted in Fig. 3. From this figure, the battery power can be
defined as:
which can be computed using (7) ; ∑ m
j =1
fuel
bat , j is the equivalent

Pbat = Voc I bat − I bat 2 Rbat (3) fuel consumption of m batteries derived from (8).
where: Voc is the open circuit voltage (OCV, V); Ibat is the P, i
Mechanical
battery current (A); Rbat is the internal resistant (Ω). Energy Management Engine, Primary Control
Power Flow
Battery f, n Map-based Map-based Electrical
Rule-based Logics States Speed Control
on/off Engine 1 Generator 1
The battery state of charge (SOC) can be described by the AVR V, i Hotel Loads
Power Flow

Power Signal
following state equation: EFCM
Split f, n Map-based Map-based Flow
Speed Control
on/off Engine 2 Generator 2 AC Grid
• I bat AVR V, i
SOC = − (4) Power Management V, on/off Propulsion
Environment
Q max • Engine Start/Stop Voltage Control (Thrusters,
DC/AC (Wave, Wind)
• Frequency Control Batteries Propellers)
Converter
• Voltage Control
where Qmax is the battery capacity (Ah). • Protection
Torque Control T, i

Thus, the SOC can be updated for step (k+1)th as follows: Fig. 4. HEDPV control diagram.

100
 IFAC CAMS 2018
Opatija, Croatia, September 10-12, 2018 Truong Q. Dinh et al. / IFAC PapersOnLine 51-29 (2018) 98–103 101

m eng , i = C eng , i Peng , i

fuel
(7) • The generator is only turned off if: (1) the energy is still
sufficient to supply an average energy (calculated based
m bat , j = C bat , j Pbat , j
fuel
(8)
on the current working mode) over the minimum engine-
where Ceng,i and Cbat,j are the conversion factors. off period; and (2) the time distance between two
continuous engine cranking events is properly decided
By using (6), the energy management can be considered as an based on engine-generator dynamics.
optimal control problem that minimises the cost function J
subject to a set of different power split ratios and a set of Next, the optimisation problem is defined:
system constraints.  C eng ,1 ( u k ) Peng ,1 ( u k ) + 
  (15)
4.3 EFCM-based EMS Design for HEDPV min J = min  C eng ,2 ( u k ) Peng ,2 ( u k ) + 
{u k } {u k }
In this section, the design of the proposed EMS is introduced Constrains  
 C bat ( u k ) Pbat ( u k )
Constrains
in details. Firstly from Fig. 4, the balance between the total 
system power request (Preq, kW) and the commands to the Define PL and PM ≡ Peng
max
are in turn the low and medium
power sources (engine and battery) is written as:
levels of Preq. Finally, the EMS algorithm to optimise the
Preq = ( Peng ,1 + Peng ,2 ) + Pbat (9) power split ratio of the system for each coming step is
designed as the combination of the following simple rule-
Define u as the power split ratio: based logics and the EFCM:
Pbat (10)
u= • Rule 1: If Preq is less than PL:
Preq
If battery remains sufficient SOC level, run system using
Thus, power commands for the engines can be calculated as:
only battery (turn off both generators, u = 1);
 Peng ,1 = Preq (1 − u ) IF: gen. 2 is OFF
 (11) Else, turn off 2nd generator, assign u = {−1,...,1} and
 Preq (1 − u )
 Peng ,1 = Peng ,2 = IF: 2 gen. are ON replace into the optimisation problem (15) to find out the
 2 optimal u (uopt).
Next, the cost function is formed:
• Rule 2: If Preq is larger than PL and less than PM:
J = C eng ,1 Peng ,1 + C eng ,2 Peng ,2 + C bat Pbat (12)
+ Run system using battery and 1st generator (turn off 2nd
here, Ceng ,1 = BSFC ( Peng ,1 ); Ceng ,2 = BSFC ( Peng ,2 ) ; meanwhile generator);
Cbat is designed as:
+ Assign u = {−1,...,1} and replace into the optimisation
   ∆ SOC max   problem (15) to find out uopt.
α C  1 − β C  SOC −   , Charge
   2  (13)
C bat = • Rule 3: If Preq is larger than PM:
   ∆ SOC max  
α D  1 − β D  SOC −   , Discharge + Run system using both battery and generators;
   2 
where {α C , β C } and {α D , β D } are the positive weighting + Assign u = {−1,...,1} and replace into the optimisation
factors of the battery equivalent consumption during charge problem (15) to find out uopt.
and discharge, respectively. In this research, these factors are
selected based on the calibration of power and energy 5. NUMERICAL SIMULATIONS
conversion from electricity to fuel. ∆SOCmax is the difference 5.1 Simulation Setup
between the highest SOC and the lowest SOC. To investigate the proposed EMS, the developed HEDPV
Some constraints are set based on the system specifications: model was implemented in MATLAB in which the battery
model was setup with power level of 480V DC, 500Ah and
 0 ≤ Peng ,1 , Peng ,2 ≤ Peng
max
peak discharge current of 1000Ah. The battery SOC range
 charge_max (14) was set to [10, 90]% and its initial value was set to 85%. A
 Pbat ≤ Pbat ≤ 0 or 0 ≤ Pbat ≤ Pbat
discharge_max
load profile, simulating the total propulsion and hotel loads,
 SOC ≤ SOC ≤ SOC ; − 1 ≤ u ≤ 1
 min max was generated as depicted in Fig. 5. As shown in this figure,
the load profile simulated a complete voyage of the vessel
In addition, due to the transient response of the engine- with five operation modes. The sampling period was set to 1
generators during each start (engine cranking phase), second.
additional constraints are given:
Furthermore, a comparative study between the proposed
• Minimum engine-off period is defined as the time needed EMS and other two energy management approaches was set
to crank the engine from zero rpm to its desired speed; up. The first comparative one was the load following
controller for the traditional propulsion system without

101
IFAC CAMS 2018
102
Opatija, Croatia, September 10-12, 2018 Truong Q. Dinh et al. / IFAC PapersOnLine 51-29 (2018) 98–103

battery. In this control concept, both the generator were kept It should be noted that due to the use of linear model the gaps
running while their torque commands were regulated directly between the desired gird power (demand by loads) and the
by the load demands and the speeds were kept constant to power generated the engines and battery (to produce the
enhance the desired grid frequency. The second comparative desired gird power) were come from efficiencies of the
scheme was the rule-based controller designed for the propulsion components, including power electronics,
HEDPV. The rule-based control logics were similar to the generators and battery charge/discharge. The largest gap was
three rules of the suggested EMS, except the involvement of therefore recognised while both the generators and battery
the EFCM algorithm. Power commands for the power were activated. For instance, the plots of the system
sources and ON/OFF commands for the engine were then performance zoomed within a timeframe 12,000s to 14,000s
derived directly based on the load demands and SOC level. in Fig. 6, the largest gap was obtained when the battery was
charged by the generators (more energy was lost through
5.2 Simulation Results
charging). The result also shows that the battery was used in
Numerical simulations with the HEDPV model using the case the system ran at low loads compared to the
three controllers under the given loads were then carried out. instantaneous grid power capacity. One (or both generators)
was turned off to save energy in this situation. In addition,
The simulation results of the proposed EMS were firstly
the battery was re-charged while the engine-generator worked
achieved and plotted in Fig. 6. The bottom sub-plot indicates
at their optimal operating points. The gaps between the
the comparison between the power demanded on the grid
generator(s) output power and the load were then used to
(‘solid black’ line) and the power generated by the sources
charge the battery. These actions were created by the optimal
(engines and battery, as ‘dash red’ line). Meanwhile, the
power split ratio which was derived online by the EFCM.
upper sub-plots in turn show the ON/OFF states of the
engines and the battery SOC profile. Next, to highlight the superior performance of the proposed
Harbour Harbour EMS over the comparative energy management approaches, a
Harbour loading Cruising DP standby & DP loading Cruising loading Harbour
700 table of key performance indicators (KPI) was established as
shown in Table 1. From this table, it is clear that the EFCM-
600
based EMS provided the best fuel economy (compared to the
conventional load following and rule-based control) under the
Power request (kW)

500

given working profile. During 17.5-hour voyage, the

400
proposed EMS managed well the battery operation that
300 minimised the operational time of both the engine-generators
(generator 1 stopped 17 times while generator 2 stopped 31
200
times) while still maintained the SOC level within its
100 constraint (the top sub-plot of Fig. 6). As the result, the fuel
Load profile
consumption (and therefore emissions) was minimised by
0
0 10000 20000 30000 40000 50000 60000 using this control strategy. Compared to the conventional
Time (s) DPV using load following logics and the HEDPV using rule-
based logics, the HEDPV using EMS could save up to 5.2%
Fig. 5. Propulsion load profile used for the simulations. and 2.83% energy cost, respectively, under the given load

0.40
0.8
SoC(%)

0.35

0.30
SoC(%)

0.6
12000 13000 14000

0.4

0.2
Engine On / Off

2 Engine-Gen 1 1.0
Engine-Gen 2
EngineOn(1) / Off(0)

0.5

0.0

12000 13000 14000

1

0
800

600
Power (kW)

400
Demand Power (kW)
Generated Power -

65
200 60

55
0
50
Grid - Demanded Power
-200 Sources - Generated Power 45
12000 13000 14000

0 10000 20000 30000 40000 50000 60000

Time (s)

Fig. 6. Power distribution between the generators and battery using the EFCM-based EMS.

102
 IFAC CAMS 2018
Opatija, Croatia, September 10-12, 2018 Truong Q. Dinh et al. / IFAC PapersOnLine 51-29 (2018) 98–103 103

Table 1. KPI Analysis of HEDPV simulation performances

Conv. DPV using HEDPV using HEDPV using
KPI
Load following logics Rule-based logics Proposed EMS logics
Total Run Time [hh:mm:ss] 17:30:00 17:30:00 17:30:00
Gen 1 Stop/Start Count [-] 1 3 17
Gen 1 Run Time [s] 63000 57240 53400
Gen 2 Stop/Start Count [-] 4 29 31
Gen 2 Run Time [s] 36000 25830 18600
BAT SOC Drop Compared to SOC0 [%] - 12.12 22.70
Vessel Fuel Used [L] 2541.72 2460.74 2378.01
Vessel Fuel Cost [£] 2948.39 2854.46 2758.49
Vessel Elec Used [kWh] - 29.12 54.49
Vessel Elec Cost [£] 3.21 25.26 39.6206
Vessel Energy Cost [£] 2951.61 2879.71 2798.11
Vessel Energy Cost Saved [%] - 2.44 5.20
Vessel Energy Cost Saved Compared to RBC [%] - - 2.83
(Note: diesel price: £1.16/L; electricity price £0.16/kWh)
profile. This confirms that the proposed EMS is capable of Geertsma, R.D., Negenborn, R.R., Visser, K., and Hopman,
offering the fuel-efficient solution for HEDPVs. J.J. Design and control of hybrid power and propulsion
systems for smart ships: A review of developments.
6. CONCLUSIONS (2017). Applied Energy, vol. 194, pp. 30 – 54.
Hou, J., Sun, J., and Hofmann, H. (2014). Mitigating power
In this paper, challenges for shipping industry in general and fluctuations in electrical ship propulsion using model
the DP vessels in particular were briefly discussed. The predictive control with hybrid energy storage system.
effective EMS based on EFCM algorithm was then American Control Conf (ACC), Portland, OR, USA, pp.
introduced for a case study on HEDPVs. The numerical 4366 – 4371.
simulations were performed to verify the basic functionalities Lan, H., Wen, S., Hong, Y.Y., Yu, D.C., and Zhang, L.J.
and performance of the designed EMS compared to the other Optimal sizing of hybrid PV/diesel/battery in ship power
control strategies. system. (2015). Applied energy, vol. 158, pp. 26 – 34.
As the future work, further development of the EMS Ovrum, E. and Bergh, T.F. Modelling lithium-ion battery
algorithm, such as to increase the adaptability of the EFCM hybrid ship crane operation. (2015). Applied Energy, vol.
through optimising the weighting factors and/or to consider 152, pp. 1 – 11.
other factors (system cost and emissions), will be continued Papalambrou, G., Samokhin, S., Topaloglou, S., Planakis, N.,
to improve the system performance. Moreover, the validation Kyrtatos, N., and Zenger, K. Model Predictive Control
of the proposed strategy in the real-time environment will be for Hybrid Diesel-Electric Marine Propulsion. (2017)
considered to verify its practical applicability. IFAC PapersOnLine, vol. 50, no. 1, pp. 11064-11069.
Sun, J. Optimization-based control for electrified vehicles:
challenges and opportunities. (2015). J. Control and
ACKNOWLEDGEMENTS
Decision, vol. 2(1), pp. 46 – 63.
This research was supported by Innovate UK through the Vu, T.L., Ayu, A.A., Dhupia, J.S., Kennedy, L., and
Agile Power Management System (APMS), project number: Adnanes, A.K. Power Management for Electric Tugboats
102437, in collaboration with the WMG Centre of High Through Operating Load Estimation. (2015). IEEE Trans
Value Manufacturing (HVM), Babcock and Potenza, and the Control Systems Technology, vol. 23, no. 6, pp. 2375 –
Korea Institute of Energy Technology Evaluation and 2382.
Planning (KETEP) and the Ministry of Trade, Industry & Wang, L., Lee, D.J., Lee, W.J., and Chen, Z. Analysis of a
Energy (MOTIE) of Korea (No. 20162020107450). novel autonomous marine hybrid power
generation/energy storage system with a high-voltage
REFERENCES direct current link. (2008). J. Power Sources, vol. 185,
pp.1284 – 1292.
Bø, T. I., Johansen, T.A., Sørensen, A.J., and Mathiesen, E. Yuan, L.C.W., Tjahjowidodo, T., Lee, G.S.G., Chan, R., and
Dynamic consequence analysis of marine electric power Ådnanes, A.K. Equivalent Consumption Minimization
plant in dynamic positioning. (2016). Applied Ocean Strategy for Hybrid All-Electric Tugboats to Optimize
Research, vol. 57, pp. 30-39. Fuel Savings. (2016). American Control Conf (ACC),
Dedes, E.K., Hudson, D., Turnock, S.R. Assessing the Boston, MA, USA, pp. 6803 – 6808.
potential of hybrid energy technology to reduce exhaust Zahedi, B., Norum, L.E., and Ludvigsen, K.B. (2014).
emissions from global shipping. (2012). Energy Policy, Optimized efficiency of all-electric ships by DC hybrid
vol. 40, pp. 204 – 218. power systems. J. Power Sources, vol. 255, pp. 341 – 54.

103