Optimal economic and pollution-constrained management of a hybrid DC shipboard power system

Bouaicha, Hamadi; Nejim, Samir; Dallagi, Habib

doi:10.1109/aset.2018.8379896

Cited by 11 publications

(6 citation statements)

References 6 publications

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“…Regarding to this table, it can be found that the total daily cost of the hybrid ship is decreased in both case studies compared to the diesel-only power system even taking into account the share of installation costs on the target day. In addition, the CAPEX of the hybrid diesel-PV-ESS-CI has been obtained about $3,069,000 from Equation (44). On the other hand, C per−kWh has been considered $0.066 /kWh and the average amounts of P PV , E ESS,out , P CI have been estimated about 221,634; 1,445,760; 3,310,200 kWh/year, respectively, based on the daily solar radiation density [33] and the obtained results of one-day scheduling for two case studies.…”

Section: Economic Assessment Resultsmentioning

confidence: 99%

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Optimal energy scheduling of a solar‐based hybrid ship considering cold‐ironing facilities

Vahabzad

Mohammadi‐Ivatloo

Anvari‐Moghaddam

2021

IET Renewable Power Gen

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There are many restrictions on shipping, which reduce or prohibit the use of diesel generators for feeding the energy demand of the electric ships, especially in ports. Therefore, the use of shore power system (SPS) together with renewable energies and energy storage systems (ESSs) can lead to many environmental benefits while ships are berthing in ports. In this study, the shipboard hybrid power system (HPS) is proposed, including diesel generators, solar photovoltaic panels (PV), ESS and cold-ironing (CI) facilities for using SPS to efficiently supply the ship's electrical demand. With such HPS aboard, the solar generated power is estimated accurately based on the navigation route. By optimal energy scheduling in a real hybrid cruise ship, the use of diesel generators gets minimised, due to the utilisation of PV and ESS. In addition, using CI service instead of switching on auxiliary diesel generators in ports leads to a 3 h increase in charging and discharging times of the ESS. Furthermore, the efficient use of CI service results in less use of diesel generators even at sailing hours, reducing emissions and minimising the costs of supplying ship's energy demand. The total cost reduction of the HPS in different case studies, without the use of CI services is only 1% to 2%, while this reduction is about 6% to 7% by adding the CI facilities to the HPS. Moreover, the economic characteristics of the proposed diesel-PV-ESS-CI by adding the CI facilities to the HPS are analysed and the profitability of this HPS in reducing the daily costs with considering the share of installation costs on the target day is proved. This is an open access article under the terms of the Creative Commons Attribution License, which permits use, distribution and reproduction in any medium, provided the original work is properly cited.

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Section: Economic Assessment Resultsmentioning

confidence: 99%

“…The cost to be paid for purchasing power from the CI service during berthing hours is also affected by the objective function. Purchase cost is stated in Equation ( 29) [44] which depends on the electricity price provided by the CI service and the amount of purchased power per hour.…”

Section: Objective Functionmentioning

confidence: 99%

Optimal energy scheduling of a solar‐based hybrid ship considering cold‐ironing facilities

Vahabzad

Mohammadi‐Ivatloo

Anvari‐Moghaddam

2021

IET Renewable Power Gen

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“…Ref. [94] obtains the minimal ship operating cost by effectively scheduling the power sources and adjusting the propulsion loads by varying the ship's speed under the pollution constraints. Ref.…”

Section: ) Literature Surveymentioning

confidence: 99%

“…DGs could burn the diesel to generate electricity. They are currently the main engine for the ship as they are fuel-efficient, small in size and flexible to control [94]- [95]. Their fuel cost and gas emissions depend on their power outputs, and can be approximated by second-order polynomials as [90], [143]: As a candidate for tri-generation units, the CCHP unit mainly consists of three parts: a gas turbine (GT), an absorption chiller and a heat recovery unit.…”

Section: Conventional Diesel Generators (Dgs)mentioning

confidence: 99%

“…It should be noted that the dynamics such as the ship position, speed and torque are more about the ship control scheme. Thus, in this operation or optimization study, they are not considered [92], [94]. Besides, all the above equations without the terms for the newly introduced CCHP unit, TS, PtC unit, thermal outputs from the MEP system and thermal loads constitute the conventional power energy dispatch model [96]- [97].…”

Section: Mathematical Modelling For Mes Operationmentioning

confidence: 99%

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Optimal planning and operation of a multi-energy system

Li¹

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The multi-energy systems, both in the land-based or mobile forms, aim to integrate diverse energy carriers, such as gas, electricity, heat, cooling, etc.They are becoming promising diagrams for future energy systems in which, multiple energies can be simultaneously coordinated by heterogeneous units such as energy storage and distributed generators. Recently, the multi-energy systems in different forms have received significant attention both in the academia and industry.This thesis studies the optimal planning and operation of a multi-energy system. First, the system dispatch flexibility is enhanced by the introduction of heterogeneous units. Further, the system's diverse uncertainties are handled for more reliable and robust planning and operation. Finally, optimal coordination of all the units is investigated to improving the energy utilization efficiency, reducing the emission and cost, maintaining the system reliability, etc.The proposed methods could be directly utilized for the real multi-energy system.

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A reinforcement learning method for two‐layer shipboard real‐time energy management considering battery state estimation

Zhang,

Wen,

et al. 2024

IET Energy Syst Integration

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Increasing global environmental concerns encourage a continuous reduction in carbon emissions from the shipping industry. It has become an irreversible trend to replace traditional fossil fuels with advanced energy storage technology. However, an improper energy management leads to not only energy waste but also undesired costs and emissions. Accordingly, the authors develop a two‐layer shipboard energy management framework. In the initial stage, a shipboard navigation planning problem is formulated that considers battery state estimation and is subsequently solved using particle swarm optimisation to obtain an optimal speed trajectory. To track the scheduled speed, a reinforcement learning method based on a deep Q‐Network is proposed in the second stage to realise real‐time energy management of the diesel generator and energy storage system. This approach ensures that the state of charge remains within a safe range and that the performance is improved, avoiding excessive discharge from the energy storage systems and further enhancing the efficiency. The numerical results demonstrate the necessity and effectiveness of the proposed method.

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Optimal economic and pollution-constrained management of a hybrid DC shipboard power system

Cited by 11 publications

References 6 publications

Optimal energy scheduling of a solar‐based hybrid ship considering cold‐ironing facilities

Optimal energy scheduling of a solar‐based hybrid ship considering cold‐ironing facilities

Optimal planning and operation of a multi-energy system

A reinforcement learning method for two‐layer shipboard real‐time energy management considering battery state estimation

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