Application of the Kalman filtering technique for nonlinear state estimation in propulsion system
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ORIGINAL ARTICLE
Application of the Kalman filtering technique for nonlinear state estimation in propulsion system Oleksiy Bondarenko1 · Yasushi Kitagawa2 Received: 10 April 2020 / Accepted: 14 August 2020 © The Japan Society of Naval Architects and Ocean Engineers (JASNAOE) 2020
Abstract The estimation of the propulsion system states and especially of the main engine is essential for control, diagnosis and performance evaluation. If all the required sensors were available, providing required measurements, the state and performance monitoring is of no particular difficulty. However, not all the required parameters can be measured directly, or the addition of multiple measurement channels is out of appropriateness. Furthermore, the propulsion plant state dynamics is justified by propeller load torque fluctuation that in turn is caused by fluctuating effective inflow velocity into the propeller, and which cannot be measured directly. Thus, the problem of estimating unmeasured state and disturbance variables of the propulsion system is considered and formulated as the design of an unknown input observer under model uncertainty and nonlinearity. To solve the design problem, this paper introduces a nonlinear engine dynamic model to catch the internal engine states and an unscented Kalman filter for concurrently performing disturbance and state estimation. The effectiveness is verified through the experiments. Keywords Unscented Kalman filter · Engine observer · Inflow velocity estimation · Free running test
1 Introduction Globalisation is one of the driving factors of maritime transport growth, which in the last analysis contributes to global warming through increasing of greenhouse gas (GHG) emissions. In support of profound concern, the International Maritime Organisation (IMO) forces commercial vessels to be more efficient and clean than ever. Thus, the energy efficiency design index (EEDI), introduced by IMO in 2013, requires a final 30% reduction of the CO2 emissions per transport work for vessels built after 2025. Furthermore, in MEPC72 [1] (April 2018), it was agreed to reduce C O2 emission per transport work by 40% until 2030 and pursue efforts towards 70% reduction by 2050 compared with the level in 2008. In addition, the initial IMO GHG strategy, * Oleksiy Bondarenko [email protected] 1
Power and Energy System Department, National Maritime Research Institute, 6‑38‑1 Shinkawa, Mitaka 181‑0004, Tokyo, Japan
Department of Ship Hydrodynamics Performance Evaluation, National Maritime Research Institute, 6‑38‑1 Shinkawa, Mitaka, Tokyo 181‑0004, Japan
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including a vision and target to reduce GHG by at least half by 2050 and 0 emissions as soon as possible within this century, was addressed as well. To meet the above strict goals, the various energy-efficient solutions have to be adapted to the ship design. These include measures and devices for the optimisation of the propulsive effectiveness of the ship hull and propeller as well as the efficiency of the propulsion engine itself. However, the ene
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