All Electric Ship Integrated Power Systems

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A PC-Cluster Based Real-Time Simulator for

All-Electric Ship Integrated Power Systems

Analysis and Optimization

Yanhui Xie, Gayathri Seenumani, Jing Sun, Fellow, IEEE, Yifei Liu, and Zhen Li

Abstract This paper presents the development of a PC-clusterbased real-time simulator for All Electric Ship (AES) IntegratedPower System (IPS) analysis and optimization. The system isestablished at the University of Michigan with the financialsupport from the U.S. Office of Naval Research (ONR). It is aimedto address the multi-disciplinary issues associated with the all-electric ship, such as optimal power management and dynamicsystem reconfiguration. In parallel with hardware construction,a modularized IPS model which includes the power generationmodule, the reconfigurable zonal electrical distribution systemmodule, the ship propulsion module and the ship dynamic module

is developed and integrated. Simulation GUIs have also beendeveloped to provide a user friendly engineering environmentwhere data acquisition and parameter tuning can be performedeffectively. Both the system development efforts and preliminarysimulation results for different shipboard operating scenarios arereported.

Index Terms All Electric ship, Integrated Power System,Zonal Electrical Distribution System, Real-Time Simulator,Hardware-in-the-Loop.

I. INTRODUCTION

NEXT generation warships will be featured with integrated

power system (IPS) which incorporates a set of primary

and auxiliary power sources to provide the prolusion power

and at the same time to energize the shipboard electric loads[1]-[2]. Coupled with the integration of power generation sys-

tems, the introduction of new technologies such as advanced

power electronic systems [3], intelligent control systems and

the state-of-the-art energy storage technologies [4] necessitates

the real-time power management and power system recon-

figuration, especially in situations of equipment failure and

battle damage. The main objective of the power management

is to ensure the continues power supply for the electric loads,

thereby augmenting the reliability and survivability of the

Shipboard Power System (SPS), and consequently enhancing

the mission effectiveness of the warship.

The power network associated with the All Electric Ships

(AES) typically has electric propulsion, sophisticated electricweaponry systems and ship service as electric loads. To

This work was sponsored by the U.S. Office of Naval Research (ONR)under Grants No. N00014-03-1-0983 and N00014-05-1-0533.

Yanhui Xie, Jing Sun, Yifei Liu and Zhen Li are with the Depart-ment of Naval Architecture and Marine Engineering, University of Michi-gan, Ann Arbor, Michigan 48109 USA (e-mail: [email protected]; [email protected]; [email protected]; [email protected]).

Gayathri Seenumani is with the Department of Mechanical Engineer-ing, University of Michigan, Ann Arbor, Michigan 48109 USA (e-mail: [email protected]).

enhance the reliability and survivability of the power dis-

tribution network, zonal electric distribution system (ZEDS)

was introduced [5]-[6]. Unlike the convectional radial electric

distribution system which radially distributes power to the

loads through load centers, ZEDS employs two main buses

(starboard bus and port bus) to provide redundant power flow

paths for vital loads. With the introduction of Power Electronic

Block Building (PEBB) [7]-[8], the ZEDS could seamlessly

and dynamically reconfigure the power flow pathes in response

to different priorities of loads for different real time battlescenarios.

Fig. 1. One-line Diagram of Shipboard Integrated Power System.

Fig.1 illustrates a one-line diagram of the IPS with the

zonal architecture. The IPS is mainly comprised of power

generation module (PGM), power conversion module (PCM),energy storage module (ESM), electric propulsion module

(EPM) and vital/nonvital loads. Power generation module

could be gas turbine, diesel engine or fuel cell. Reconfiguration

of the power system shown in Fig.1 is achieved through

the power electronic converters, which redirect the power

flow and control the power distribution to individual loads.

Since these power sources have different response time and

the loads have different operating characteristics, dynamic

optimal power management is critical to the power system

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stability, efficiency and performance. The power management

system has to face several challenges brought up by the IPS,

including: (1) How to coordinate the power converters with

power sources to ensure uninterrupted power supply to vital

loads? (2) How to reconfigure the system to achieve optimal

efficiency and maximum reliability? and (3) How to fulfill

the reconfiguration to ensure the power quality and system

operation integrity during transients?To address the multi-disciplinary issues associated with the

AES, advanced analytical and numerical tools are critical to

enable the model-based investigation and system optimization.

With the support from ONR, a real-time simulation platform

for shipboard power system has been established at the Uni-

versity of Michigan to support the research and education

activities related to AES initiatives. In the following sections,

we will discuss the platform construction, IPS modeling and

integration as well as GUI development.

I I . SIMULATOR HARDWARE CONFIGURATION

Fig. 2. RT-Lab Real-time Simulation System Configuration.

As described in the introduction section, the IPS is a large

scale power electronics based electrical network system which

contains many high frequency power switches. These switches

are highly nonlinear and time consuming to simulate. Building

a simulator for such an electrical system is always a challenge,

given the system cost, required simulation accuracy and de-

sired flexibility. Other than analogy simulator which achieves

real-time simulation by using scaled down analogue models

of actual components, digital simulator becomes the trend due

to its low maintenance cost and flexibility. Many offline sim-

ulation packages including MATLAB/Simulink, PLECS,

SABER, etc., can perform offline simulation, but they either

cant interact with external hardware or their simulation speedare very slow for large scale system simulation. Real-time

digital simulator is a promising approach since they avoid

those drawbacks. In comparison with DSP and FPGA based

real-time simulator, the PC cluster based simulation system

would be better choice considering the low hardware cost, high

simulation performance as well as the flexibility provided by

the modular system architecture. RT-LAB is a PC-cluster

based expendable real-time simulator which is compatible

with Matlab/Simulink, thereby allowing effective leverage of

commercially available MATLAB/Simulink toolsets, such as

Control System Design and Analysis toolboxes, Code Genera-

tion toolboxes, and Physical Modeling toolboxes. Specialized

tools such as ARTEMIS and RT-Events support multi-rate

fixed-time-step real-time simulation of power systems with

dramatically improved computation speed and accuracy [9].

Fig.2 shows the configuration of the system. This system has

8 CPUs allocated in 4 physically separated targets. The CPUsin the same target exchange information through the shared

memory while the different targets communicate through in-

finiband switch with 10Gb/s speed. There are three host PCs

which can talk with each target via 1Gb/s Ethernet switch.

The targets can interact with the external hardware through

32bits PCI Bus I/O interfaces. Combining the FPGA event

detection with specialized real-time interpolation algorithms

toolbox RT-Events, the effective preciseness of the I/O could

be better than 1s. The I/O interface provides a platform for

data acquisition and signal conditioning modules that enable

the implementation of high frequency analog/digital I/O, event

capture, event generation. All of the targets and CPUs are

synchronized either by software or by hardware. Thus all of theCPUs can synchronously interact with the analog and digital

I/O. This feature make it possible for the system to implement

physical components for hardware-in-the-loop simulation or

to perform fast control prototyping experiments. Besides, the

synchronized targets can run real-time simulation at different

time step, making it very flexible to distribute the complex

model to different targets or CPUs within the simulation

platform. This real-time simulator also can interact with other

stand along RT-Lab targets through Ethernet. The stand along

target could be used as experiment data acquisition device or

any real-time simulation subsystems for AES.

In parallel with hardware construction, the modularized

model of IPS is developed and will be introduced in thefollowing section.

III. MODULARIZED MODELING OF IPS

Since the IPS is a large scale power system containing many

high frequency power switches or other components whose

simulation is very resource demanding, it is time consuming

to simulate and debug such a large system offline. On the other

hand, parameters tuning of this complex system as a whole is

a daunting, if not impossible, task. Furthermore, many of the

subsystem in ZEDS are similar and can be reused. Therefore,

modularized modeling approach is adopted for the IPS simu-

lation. We split the whole IPS into power generation module

(Gas Turbine and Fuel Cell), electric propulsion module andthe ZEDS. ZEDS, by itself, consists of many power conversion

modules and electric loads.

A. Gas Turbine Module

While many different types of power systems are used for

shipboard applications, gas turbine/generator sets are quite

often used as the shipboard prime mover. A combination of

first principles and empirical relationships have been used for

the gas turbine model development [10]. The schematic of the

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gas turbine model developed for the ship-board power system

is shown in Fig. 3. The representation for the gas turbine model

Fig. 3. Schematic of the Fuel Cell system.

consists of the compressor, turbine, combustor models and

rotational dynamics capturing the coupling between turbine

and compressor. The compressor and turbine are modeled

using empirical relations by regressing the corresponding

performance maps [12]. The important dynamics modeled are

the temperature and mass of the fuel burnt in the combustor

and rotational speed of the turbocharger [13]. The gas turbine

drives the power generation device which converts mechanical

power to electrical power and generates three-phase AC power

with 4160V L-L voltage and 60Hz frequency. For the partic-

ular system modeled in this platform, the total power output

is between 255 KW to 1.4 MW. The open loop simulations

0 5 10 15 20 25 30 35450

500

550

600

650

700

750

800

850

900

timesec

PowerKW

OpenLoopSimulationofGasTurbineModel

Pdem

PGT/gen

Fig. 4. Open Loop Simulations of Gas Turbine: Demand Vs. GeneratedPower.

for step changes in power demand are shown in Fig. 4 and

the gas turbine has a fast second order response.

B. Fuel Cell Module

The Fuel Cell (FC), which is clean and highly efficient,

is considered as an auxiliary power source for the IPS. The

shipboard application uses fuel processing system (FPS) to get

pure hydrogen from natural gas. Other models representing

different fuel reforming technology, such as the auto thermal

reforming (ATR) for diesel fuel can also be incorporated. The

fuel processing is typically slower as compared to the fuel cell.

The FC-FPS model developed by J.Pukrushpan et.al. [11] was

adopted, whose schematic is shown in Figure 5. The represen-

Fig. 5. Schematic of the Fuel Processing system.

tation of the FC-FPS model consists of hydro-desulphurizer

(HDS), catalytic partial oxidizer (CPOX), water gas shift

(WGS) and preferential oxidizer (PROX), anode and stack

voltage sub models. The HDS, WROX (WGS + PROX) are

modeled as first order lags. The important dynamics modeled

are CPOX temperature, anode pressure and partial pressure of

hydrogen in anode. The stack voltage model in [11] computes

the voltage output of the stack as a function of the loadcurrent, anode and cathode pressures and membrane hydration.

The output of the FC system is connected to the DC-Link in

PCM4 through a DC/DC converter. For the particular system

modeled, the total power output of the FC-FPS is between 80

KW to 330 KW. The open loop simulations for step changes

0 5 10 15 20 25100

120

140

160

180

timesec

LoadC

urrentAmps

OpenLoopSimulationofFuelCellModel

0 5 10 15 20 25140

160

180

200

220

timesec

FuelcellP

owerKW

Fig. 6. Open Loop Simulations of Fuel Cell: Current Demand and GeneratedPower.

in fuel cell load current are shown in Figure 6. It can be seen

that the fuel cell has a slower response, compared to that ofthe gas turbine/generator set. The hydrogen starvation in the

fuel cell due the the slow reformer dynamics is reflected in the

instantaneous increase followed by a dip in the power output.

C. ZEDS Module

Fig.1 shows the diagram of a two-zone IPS which has

PGM, EPM, ESM and ZEDS. Since DC zonal architecture has

many advantages over AC zonal architecture [6] for shipboard

application, DC ZEDS was adopted in our model. The key

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components of DC ZEDS are vital/non vital loads and power

conversion modules whose diagram are shown in Fig.7 and

Fig.8. The models for individual components are discussed

briefly in the sequel.

From PCM4

DC busDC bus

To subbus

2

Vo

1

Io

6Vp4-

5

Vp4+

4

Vb2-

3

Vb2+

2

Vo-

1

Vo+

v+ -V1

c Io

1+

1-

2+

2-

Switch3

c

1+

1-

2+

2-

Switch2

c

1+

1-

2+

2-

Switch1

g

+

-

A

gnd

SPS Compatible 1-leg

Time Stamped Bridge

R1

L1

Vref

VfdbkPulses

Controller

Vo

C1

3

S3

2

S2

1

S1

Fig. 7. SimPowerSystems/ARTEMIS Model of PCM1 in ZEDS.

1) PCM1: Fig.7 shows the model of PCM1. PCM1 is a

step down DC/DC converter with three reconfigurable switch-boards. The step down DC/DC converter is modeled with

the 1-leg Time-Stamped Bridge of the ARTEMIS toolbox

while other components are modeled with SimPowerSystems

toolbox. Manipulating the three switchboards can reconfigure

power flow path of each electric zone. DC bus failure and

recovery emulation also can be achieved by the manipulation

of switchboards. The output voltage of PCM1 is 900VDC

which is 200V less than the main bus. The loads of PCM1 are

one nonvital load and one vital load under normal situation.

One vital load will be added if the opposite main bus or

PCM4/PCM1 is down because of either equipment failure or

battle damage.

ACBusPort

Bus

STBD

BusFuelCell

AC/DC

(rectifier)

DC/DC DC/DC

DC-Link

Upper

input

Load

ABTLower

input

DC/AC InputLoad

DC/DC

DC/DC

(b)(a)

(c)

Fig. 8. Diagram of PCMs in ZEDS.

2) PCM2/5: Fig.8a shows the diagram of PCM2/5. PCM2/5

is DC/AC inverter which is modeled with SimPowerSystems

Compatible 3-leg Time-Stamped Bridge of the ARTEMIS

toolbox. Since they energize the vital load which shouldnt

lose power by any chance, there is an auto bus transfer

(ABT) circuit which can automatically select power input

port between the upper input and lower input. Usually the

upper input has higher priority than the lower one and will be

dropped only when its voltage decreased to 100V lower than

the lower input. However, to balance load for the two DC bus,

the upper input will take over again if its voltage is recovered

to 50V higher than the lower input.

3) PCM3/6: Fig.8b shows the diagram of PCM3/6.

PCM3/6 is DC/DC converter which is modeled with the 1-leg

Time-Stamped Bridge of the ARTEMIS toolbox too. There

is no ABT in PCM3/6 given the nonvital nature of the loadsconnected to it. The nonvital load will directly lose its power

if the main bus or sub-bus on its side is down.

4) PCM4: Fig.8c is the diagram of PCM4 which conven-

tionally is an AC/DC converter converting three-phase AC

power to DC power by controlling the rectifier firing angle.

For our model, PCM4 has hybrid power sources, AC main

bus and fuel cell, the output of AC/DC was connected with

output of the DC/DC converter of fuel cell model through DC-

Link. The proportion of power drawn from AC bus and fuel

cell respectively can be dynamically managed by splitting the

desired current to the two input converters. To get well regu-

lated DC voltage on the port bus and starboard bus, there are

starboard side and port side output DC/DC converters drawingpower from DC-Link and regulating the voltage on the two

DC buses to 1100VDC. The modeling of the two output

DC/DC converter is similar to the DC/DC converter in PCM1,

the buck converter topology is adopted and modeled with

SimPowerSystems Compatible 1-leg Time-Stamped Bridge

of the ARTEMIS toolbox. Both of the output converters are

regulated by PI controller.

5) Load: Vital/nonvital load was modeled as constant

power load. All of the loads can draw certain amount of

power from DC bus according to the command from energy

management module. More complex load like DC motor or

AC motor also could be modeled and integrated in the future.

D. Propulsion Module

1) Electric Propulsion Model: Electric propulsion model is

a three-phase AC/DC/AC variable speed transmission system

with the low speed, high torque Permanent Magnet Syn-

chronous Motor (PMSM) driving the propeller. The AC/DC

rectifier is modeled with SimPowerSystems toolbox Uni-

versal Bridge. There is also a braking chopper on the DC-

Link to absorb the regenerated energy by the motor at the

crash stop situation. The DC/AC inverter which works as the

frequency converter and drives the propulsion PMSM is mod-

eled with Time-Stamped Bridge of the ARTEMIS toolbox and

controlled by a close loop speed controller. Except for three-

phase AC/DC/AC propulsion system, other AC propulsiontechnologies such as cycloconvertor [14], matrix converter [15]

and high temperature superconductor (HTS) motor [16] also

can be modeled and integrated into the propulsion modulein

the future.

2) Ship Dynamic Model: The load torque to the eletric

propulsion motor is determined by the ship dynamic model,

which calculates the ship speed and propeller speed according

to hydrodynamics. The ship model given in [17] is adapted.

It includes the added mass and hydrodynamic forces and

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moments acting on the ship. Given a desired ship speed, the

desired motor speed and torque are calculated in this module

and fed to the propulsion motor control unit.

IV. MODEL INTEGRATION, DISTRIBUTION AND

PRELIMINARY SIMULATION

A. Model Integration and Distribution

There are two stages for the IPS model integration. Firstof all, ZEDS module and propulsion module are integrated

and tested respectively. As we discussed in the previous

sections, the key components of ZEDS, loads and PCMs, are

separately developed and tested. After that, all of the PCMs

and loads are interconnected and form the two zones ZEDS.

The integration of ship dynamic model and propulsion model

is quite straightforward too. The desired propeller torque and

speed signals which is calculated by ship dynamic model are

sent to the motor in the propulsion model. Then ZEDS and

propulsion modules are connected with the power generation

module.

The IPS is a large scale system which has many subsystems

with different characteristics. For example, the dynamic of G/Tand FC are relative slow, 1ms time step is sufficient. On the

other hand, PCMs have high frequency power switches, the

subsystem time step is 50s in our case which is much shorter

than PGMs. To get a relative balanced computation task distri-

bution among all CPUs for better simulation performance, one

has to distribute the model properly into the 8-CPU simulator.

There are several considerations that need to be taken into

account in allocating resource: (1) The subsystem assigned

to CPU should not be too complicated, otherwise overruns

will result in poor simulation performance; (2) Since real-

time communication between targets is a resource demanding

process, it is advantageous to assign a modularized subsystem

as one entity to one CPU instead of splitting the subsystem intoseveral parts to reduce the number of signals to be exchanged

between targets; (3) Each CPU can run real-time simulation

with one sampling rate, subsystems with slow sampling speed

can be grouped with the subsystem with fast sampling speed.

Given these constraints, we assign one CPU for subsystems

PGM(Gas Turbine), PGM(Fuel Cell) and EPM while splitting

the ZEDS into two subsystems with two associated CPUs.

Additional subsystems such as energy storage subsystem and

power management subsystem will be developed and assigned

to left CPUs in the future.

Another challenge for model distribution is that all of

the distributed subsystems exchange information through RT-

LAB block-OpComm which is only compatible with ar-rowlines. Arrowline indicates the unidirectional signal flow

and is the default connection for Simulink as well as

many Simulink compatible toolboxes blocks. However, the

power conversion and propulsion subsystems developed with

SimPowerSystems toolbox use stublines by default. The

stubline passes signals bidirectionally just as a physical wire

would do. The incompatibility between SimPowerSystems

sub models and OpComm blocks is resolved by customer built

DC and AC bus models which convert the signals flow on the

stubline into signals flow on the arrowline. These bus model

are incorporated to appropriate locations where it is necessary

to split the model and assign different CPUs to the subsystems.

Based on the integrated model, some preliminary simula-

tion is performed which will be discussed in the following

subsection.

B. Preliminary Simulation

10 15 20 25 30 35 40 450

2

4

x104 Theconsumedpowerbyportsidenonvitalload

power,W

10 15 20 25 30 35 40 450

2

4

x104

power,W

Theconsumedpowerbyportsidevitalload

10 15 20 25 30 35 40 450

2

4

x104 TheconsumedpowerbySTBDsidevitalload

power,W

10 15 20 25 30 35 40 450

2

4

x104

power,W

TheconsumedpowerbySTBDsidenonvitalload

time,[s]

Scenario1Scenario2

Scenario3Scenario4

Fig. 9. Power consumed by loads at failure and reconfiguration scenarios.

Fig.9 shows power consumed by loads during a failure and

reconfiguration process where four scenarios are represented.

Scenario 1: the port bus or local PCM1/PCM4 is down, the

non vital load lose its power while the vital load draw power

from the STBD bus. Scenario 2: the port bus is reconfigured

or the PCM1/PCM4 is recovered, all of loads draw equally

40KW power from both bus. Scenario 3: the STBD bus isdown which leads to the STBD side nonvital load loss its

power. The vital load works fine since it is switched to draw

power from the port bus. Scenario 4: both buses are down,

consequently all of the loads loss their power. This testing

verified the failure emulation and reconfiguration capability

of the ZEDS model, which is critical to enable the algorithm

development of intelligent reconfiguration of ZEDS in the

future.

Fig.10 shows the transient of propulsion motor when the

ship speed is accelerated from 0 knot to 8 knots. To boost

the propeller speed, the actual torque is significantly larger

than the desired torque during the starting up period. Both the

actual torque and speed curves match with the desired curvesvery well after that, which confirms that the propulsion model

captures the ship dynamic model as required.

V. GRAPHICAL USER INTERFACE (GUI) DEVELOPMENT

Since the system is very complicated and many signals have

to be sent to the console on the host PC, a single window

console is too busy to be used to monitor the signals during

the simulation. On the other hand, we have to interact with

the real-time simulated model to operate the reconfigurable

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0 50 100 150 200 250 3000

5

10

15

x104 Thetransientofpropulsionmotorduringshipaccelaration

Torque,

N.m

0 50 100 150 200 250 3000

1

2

3

4

RotationS

peed,rad/s

time,[s]

desiredtorque

actualtorque

desiredspeed

actualspeed

Fig. 10. Propulsion motor transient.

switches in the PCM1. So GUI is necessary to create an en-

gineering environment where one can monitor and manipulate

the real-time simulated model.We developed the GUI based on Testdrive V2.1.3 which is

compatible with both MATLAB/Simulink and LabVIEW.

The GUI has a multi-level structure. The top level GUI is

similar to the structure shown in Fig.1, displayed signals can

be used to indicate the health and status of the system. We

are also able to navigate to each of the sub-level GUIs for

different subsystems by clicking on their respective button. In

the sub-level GUI, data acquisition and control signals of the

subsystem are displayed.

PCM 1 PCM 1

PCM 1PCM 1

PCM 4

Failure,Reconfiguration,OperationandDriveScenarios

ZEDS: Fa i lu re , Reconf igura t ion and Opera t ion Scenarios

100

1

2

34 5 6

7

8

9

8

Velocity Command (Knots)

DriveScenarios

PCM 4

400

0

100

200

300

1000 20 40 60 80

Act

Cmd

Time

6

0

2

4

1000 20 40 60 8 0

Act

Cmd

Time

Torque

Speed

40

40

40

40

PCM 5

PCM 2

PCM 6

KW

KW

KW

PCM 3 KW40

40

40

40

PCM 5

PCM 2

PCM 6

KW

KW

KW

PCM 3 KW

Fig. 11. Failure, Reconfiguration, Operation and Drive Scenarios GUI.

As an example, the Failure, Reconfiguration, Operation and

Drive Scenarios, a sub-level GUI for power management, is

given in Fig.11. The Failure, Reconfiguration, Operation and

Drive Scenarios GUI is the one which can set the ship speed,

emulate PCM or DC bus failure and reconfigure power flow

path. The buttons on the GUI, corresponding to Switch1,

Switch2 and Switch3 of PCM1 in Fig.7, can be pushed on

or off to emulate bus crashing or to redirect the power flow.

Numeric boxes next to the PCMs allows manual inputs to

change the loads associated with corresponding PCMs. The

ship speed command knob controls ship speed. The two

waveform charts display the desired and actual speed and

torque for the propeller.

VI. CONCLUSION

The preliminary simulation results verify that the AES/IPS

simulator can perform simulations for scenarios such as fail-

ure emulation, power flow path reconfiguration and energy

management. The simulator incorporating different I/O hard-

ware can support other system development activities such as

hardware-in-the-loop simulation and fast control prototyping.

This simulator provides an effective platform for AES system

research. At this moment, there are two ongoing projects using

this simulator, one involves optimal reconfiguration energy

management, and another deals with hybrid power system

coordination control. A hybrid power system testbed with fast

control prototyping capability is also under construction.

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