Abstract
The concept of an all-electric ship, while offering unprecedented advantages from the point of view of efficiency and flexibility of operation, has introduced new challenges in terms of stability and power flow control. The advent of a full power electronics power system has raised new questions from the point of view of system dynamics, particularly when dealing with the new medium-voltage direct current distribution. The overall goal of guaranteeing a secure operation of the power system has brought researchers to consider two main approaches: reducing the dynamics of the large load to operate in a range of dynamics compatible with traditional generation systems, or making the generator set smarter through its power electronics interface. This paper compares these approaches to stable operation, focusing on the latter considered more in line with the progress of technology and in general more appealing.
Highlights
ABSTRACT | The concept of an all-electric ship, while offering KEYWORDS | Centralized control; control nonlinearities; decenunprecedented advantages from the point of view of efficiency tralized control; load management; microgrids; power distriand flexibility of operation, has introduced new challenges in bution; power system stability; stability analysis; stability terms of stability and power flow control
One of the solutions could be the adoption of a combined Active damping (AD) þ linearization via state feedback (LSF) control: the LSF control can be applied via the load side directly on the dc/dc converters supplying high power constant power load (CPL) loads, while AD control can be applied via the generation side
The former virtually erases the nonlinear influence of high power CPLs on the system dc bus, while the latter damps oscillations that could occur on the medium-voltage direct current (MVDC) bus due to disturbances, imperfect CPL cancellation of high power loads, or low power CPLs [104]
Summary
The complexity of the onboard electrical power system began to increase only when the power of the loads increased, and when more systems were connected to the electric power system This system architecture is outdated in general, it still survives in low power applications (such as small leisure crafts), or in applications with high navigation speed requirements (such as naval vessels or ferries), or even in applications in which the cargo can be used as fuel [such as in liquefied natural gas (LNG) and coal carriers]. All-Electric ShipsVAC Power System Since high power electronic converters for marine applications entered the market (about 30 years ago), they have been extensively adopted in the propulsion systems of ships, starting from the cruise sector Their operation as variable speed drives allowed the substitution of mechanical combustion engines with electrical motors, leading to a revolution in the onboard power systems design. The main differences between the power systems of these two groups of ships are mainly on the level of redundancy, fault tolerance, loading pattern and survivability required in military systems [26], which has to accommodate more pulsed loads and in which the total load demand may in principle even surpass the available generation, where approaches like redundancy and reconfiguration are seen as critical to increase survivability [27]
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