This article has been accepted for publication in a future issue of this journal, but has not been
fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2018.2834342, IEEE
Transactions on Vehicular Technology
Emulation of an Electric Naval Propulsion System
based on a Multiphase Machine under Healthy and
Faulty Operating Conditions
Kamal Nounou, Jean Frédéric Charpentier, Member, IEEE, Khoudir Marouani, Mohamed Benbouzid, Senior
Member, IEEE, Abdelaziz Kheloui
Abstract—The main objective of this paper is the design of
an Electric Naval Propulsion System (ENPS) emulator based
on a low power multiphase machine. The whole drive system
(control, power electronics, and electric machine) is tested and the
mechanical part is emulated based on a Hardware-in-the-Loop
(HiL) principle. Firstly, the modeling of all system components
including mechanical and electrical parts are reviewed, and
the total hull resistance forces are also developed. Then, a
pure software simulation of the ENPS is carried out. After
that, the designed emulator architecture is presented, and for
adaption purpose, a scaling factor is introduced. The developed
emulation tool allows to validate optimal control strategies for
the propulsion system under a realistic navigation cycle under
healthy and faulty operating conditions. Finally, simulation and
experimental results are compared to investigate the accuracy
and the performance of the developed emulator, and the effec-
tiveness of the proposed control strategies.
Index Terms—Electric naval propulsion, Hardware-in-the-
Loop (HiL) simulation, emulator, propeller, ship, multiphase ma-
chines, permanent magnet synchronous machine, Fault-Tolerant
Control (FTC), open-circuit, optimum control.
I. I NTRODUCTION
The present trend is going towards vessels electrification
including propulsion subsystems. In classical vessels, the
prime mover is a thermal engine. However, thanks to advances
in the fields of electrical motors, power electronics, and
digital technology, more and more recent vessels use electric
propulsion due to the advantages of electric motor drives.
The main advantages of electrical naval propulsion systems
are maneuver flexibility, reliability, reduced logistics, and
maintenance, architectural flexibility in ship design, protection
of the environment, and reduction of acoustic signature [1].
Different topologies of electric machines have been used for
naval propulsion [1]–[4]. DC machine was the first used in this
field. in order to simplify maintenance of electromechanical
Copyright (c) 2015 IEEE. Personal use of this material is permitted.
However, permission to use this material for any other purposes must be
obtained from the IEEE by sending a request to pubs-permissions@ieee.org.
K. Nounou, K. Marouani and A. Kheloui are with the Ecole Militaire
Polytechnique, LCM-UER-ELT, Bordj El-Bahri 16046 Algiers, Algeria. K.
Nounou is also with the University of Brest, UMR CNRS 6027 IRDL, 29238
Brest, France. (email:nounou.kamal18@gmail.com)
J.F. Charpentier is with the French Naval Academy, EA 3634 IRE-
Nav, Ecole Navale BRCM Brest 29240 Brest, France (email: jean-
frederic.charpentier@ecole-navale.fr).
M.E.H. Benbouzid is with the University of Brest, UMR CNRS 6027 IRDL,
29238 Brest, France. He is also with Shanghai Maritime University, 201306
Shanghai, China (email:Mohamed.Benbouzid@univ-brest.fr).
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drives, and increase the global reliability of the system [5],
DC machines have gradually been replaced by induction and
permanent magnet brushless motors.
In naval propulsion applications, where any failure of the
system would compromise the crew safety and the mission
objectives, it is crucial to continue to operate the propulsion
system even when a fault occurs. This is why propulsion
motors and drives are required to be highly fault-tolerant [6],
[7].
Multiphase electrical machines and drive propulsion sys-
tems can be considered as an extension of conventional
electrical power systems, which offer improved fault-tolerance
[8], reduced torque ripple, and reduced noise. In high power
applications, the choice of such multiphase machines allows
also to reduce constraints in drive power electronics compo-
nents by power splitting (only a fraction of the total power
is managed by each converter leg). Due to these potential
benefits, multiphase machines seem to be good candidates
for ship propulsion application. As an example, American
and British Navies have recently delivered their last class
destroyer with a multiphase machine as main electric motor
for propulsion [1].
Modeling and simulation of systems are essential tools in
their design, sizing, analysis, power management, and con-
trol. Research on naval electric propulsion system by means
of emulation is a feasible and efficient solution. Therefore,
dynamics of ship and propeller can be reproduced by using
Hardware-in-the-Loop (HiL) principle [9]–[11].
In this paper, an Electric Naval Propulsion System (ENPS)
emulator using HiL simulation is proposed [12]. The main
contribution of this paper is the use of low power machines
to emulate a high power naval propulsion system (high power
propulsion motor) and to test fault-tolerant control strategies
under different operating conditions and a specific naval nav-
igation profile. To perfectly reproduce real propulsion system
dynamics, a new method for the loading machine torque
reference generation is therefore proposed. In addition, a real
navigation profile is used. It has been derived from a study
carried out on a real ship.
II. ELECTRIC NAVAL PROPULSION SYSTEM
A. Architecture
Different architectures for naval electric propulsion system
have been proposed in the literature [1], [3], [13]. In this paper,
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a variable speed architecture is considered (Fig. 1). It consists with reduced propeller models [15], and they are related to
of a fixed-pitch propeller, which is directly driven by an AC the geometry of the propeller and advance coefficient ratio.
motor. This motor is a multiphase (5-phase) Permanent Magnet In this paper, a Wageningen B series propeller is considered
Synchronous Machine (PMSM). A power converter, which is a [15]. In this case, experimental values of KT and KQ can be
5-leg PWM (Pulse Width Modulated) Voltage Source Inverter approximated as polynomial functions of the pitch ratio P/D,
(VSI) is used to ensure power supply and speed control of the blade area ratio AR /A0 , the number of blades Z, and the
the propulsion motor. The power generation part is not treated advance ratio J ((4) and (5)) [15]. The numerical values of the
in this paper, and it is only represented by an infinite power coefficients used in (4) and (5) are given by [15]–[17]. For the
source (the DC bus of the converter is considered as a perfect used propeller, these values correspond to the experimental test
constant voltage source). case presented in the last section. They have been validated
by comparison with [18].
39
X
KT = CT n (J)Sn (P/D)tn (AE /AO )un Z vn (4)
n=1
47
X
KQ = CQ n (J)Sn (P/D)tn (AE /AO )un Z vn (5)
n=1

Fig. 1. Schematic diagram of the studied electric naval propulsion system. The advance coefficient J can be calculated by the following
expression [15]:
The interactions between electric naval propulsion system Va
J= (6)
parts are shown in (Fig. 2). From the propulsion motor speed n · Dp
n and the ship velocity Vs , the propeller resistive torque Qp , where Va is the advance speed, which is less than the ship
and thrust Tp , which are applied to the propulsion motor speed due to the wake field. The relationship between the
and ship hull, respectively, are calculated. These propeller vessel and advance speeds is expressed by [10]:
resistive torque and thrust are then used to recalculate the
new propulsion motor speed and allows generating a new ship Va = (1 − w)Vs (7)
speed, respectively.
where w is a hull-dependent parameter or wake fraction [19].
Figure 3 shows the efficiency, thrust, and torque coefficients
of the studied propeller.

0.7
KQ
0.6 KT
η0
0.5
Fig. 2. Basic schema of naval propulsion system parts interactions.
KQ , KT ,η0

0.4

0.3

B. System Modeling 0.2

0.1
1) Propeller Modeling: A propeller is used to convert the
rotating motion into thrust for ship propulsion [1]. Propeller 0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
model can be established by the relationships between the J
propeller thrust force, torque, and shaft speed in steady-state.
Fig. 3. Efficiency, thrust, and torque coefficients of the studied propeller.
For a fixed-pitch propeller, the following equations give the
propeller characteristics [4], [10], [14], [15]:
The propeller operations are strongly linked to the ship
Tp = KT ρDp4 n2 (1) hull dynamics. Indeed, the propeller behavior directly depends
on the ship speed that can be modeled by the ship motion
Qp = KQ ρDp5 n2 (2) mechanical equation.
J KT 2) Ship Modeling: Ship hydrodynamics can be built with
η0 = (3) different levels of complexity for different application pur-
2π KQ
poses. In our case, a one-dimensional model is sufficiently
where Tp is the propeller thrust in [N], Qp is the propeller accurate to be applied to the analysis of the energy flow [20].
torque in [Nm], n is the propeller shaft speed in [rps], ρ is The ship dynamics take into account the response of the ship
the water density in [kg/m3], Dp is the propeller diameter speed to different forces, including those from the propulsion
in [m], η0 is the propeller open-water efficiency, and J system action and ship drag. The motion equation is given by
is the propeller advance coefficient. KT and KQ are non- [9]–[11], [13], [21]–[24]:
dimensional numbers called thrust and torque coefficients, dVs
respectively. They are derived from experimental tests in basin m = Tp − Rt (8)
dt

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 
where m is the ship mass, and Rt denotes the total resistive Rs 0 0 0 0
 0 Rs 0 0 0 
force opposing ship’s motion.  
 0
[Rs ] =  0 Rs 0 0 
 0 0 0 Rs 0 
The total resistive force is expressed by the sum of several
forces, the most important are frictional resistance (Rf ), re-  0 0 0 0 Rs 
sistance due to waves (Rw ), and aerodynamic resistance (Ra ). Ls M1 M2 M2 M1
 M1 Ls M1 M2 M2 
This total resistive force is given by the following equation  
[16]. [L] =  M2 M1 Ls M1 M2 
 M2 M2 M1 Ls M1 
Rt = Rf + Rw + Ra (9)
M1 M2 M2 M1 Ls
with:
1 The electromagnetic torque developed by the machine is given
Cf ρSVs2
Rf = (10)
2 by (14), where ε is the speed normalized back-EMF (15):
1 e·i
Rw = Cw ρSVs2 (11) T = = ε·i (14)
2 Ω
1 where:
Ra = Ca ρAVs2 (12) e
2 ε= (15)
Ω
where S is the ship wetted area, A is the advance facing area in The rotating part mechanical equation is:
the air, Cf , Cw and Ca are the drag coefficients for the water-
ship friction, wave and aerodynamic resistance, respectively. dΩ
T = Jm + f Ω + Qp (16)
In this study, only the hydrodynamic resistances are retained dt
because the effects associated with the aerodynamic resistance where: Jm and f are moment of inertia and viscous friction
of the superstructure could not be taken into account due to the coefficient of the machine, respectively.
absence of accurate data. This resistance is however estimated
to be only 2 − 3% of the overall resistance in the worst case
[18]. Figure 4 curve shows the resistive force versus ship speed
for the studied case.

×10 4
3

2.5

2
Rt (N )

1.5

0.5

-0.5
0 1 2 3 4 5 6 7 8 9 10
Vs (Kt)

Fig. 4. Total resistive force.

Fig. 5. 5-phase permanent magnet synchronous machine.
This resistive force will be used to estimate the required
propulsive power as shown in section IV. In order to simplify the dynamic control, it is possible
The hull and propeller mechanical models have been val- to work in a frame in which the phases are magnetically
idated by comparison with a real ship propulsion power decoupled. Using a generalization of the Concordia transform
measurements and propeller test curves [18]. [C5 ]−1 as in [26]–[29], given in Appendix A, (17) can be
3) Propulsion Motor and Drive Model: A 5-phase PMSM decomposed in two independent 2D and 1D subsystems, which
(Fig. 5) is used as propulsion motor, and it can be modeled in can be assimilated to two 2-phase and 1-phase machines.
the natural frame (5-phase frame) by the following equations These three machines are respectively called zero-sequence
set [25]: (1D space, (z)), main, and secondary machines. These two
        last machines are associated with two 2D frames: (αm , βm )
vas ias ias eas and (αs , βs ) as presented in [20], [30], [31].
 vbs   ibs   ibs   ebs 
 vcs  = [Rs ]  ics  + [L] d  ics  +  ecs  (13)
       
       

 vds 
 
 ids 
 dt 
    vz iz iz ez
ids   eds   vαm   iαm   iαm   eαm 
ves ies ies ees  + [Λαβ ] d  iβm
       
 vβm  = [Rs ]  iβm  + eβm 
where Rs and L are the stator resistance and inductance,
    dt    
 vαs   iαs   iαs   eαs 
respectively. They are given by: vβs iβs iβs eβs
(17)

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where : Λαβ is the inductance matrix of the machine in the The inverter model is obtained from the switching state of
α − β frame. It is given by: every leg of the power converter (Si ) as it is stated in (19),

Λz 0 0 0 0
 where Si = 0 if the lower switch is ON and the upper one is
 0 Λm 0 0 0  OFF, and Si = 1 if the opposite case.
 
[Λαβ ] =  0 0 Λ m 0 0 

 0 0 0 Λs 0 
0 0 0 0 Λs
where: Λz , Λm , and Λs , are given by:

 Λz = Lls
π
Λm = L − 2[M1 cos( 3π 5 ) + M2 cos( 5 )] (18)
π 3π
Λs = L − 2[M1 cos( 5 ) + M2 cos( 5 )]

Fig. 6. Topology of the 5-phase voltage source inverter.
where Lls is the phase leakage inductance, L is the phase
inductance, M1 is the mutual inductance between two adjacent The machine phase voltages are given by the following
phases (± 2π
5 electrical shift), and M2 is the mutual inductance equation.
between two non-adjacent phases (shifted by ± 4π 5 ).
    
vas 4 −1 −1 −1 −1 Sa
As the machine is wye-coupled as in the studied case, the  vbs   −1 4 −1 −1 −1  Sb 
zero-sequence component of the current is null. The machine  vcs  = Vdc  −1 −1
    
4 −1 −1  Sc 
electromagnetic torque is therefore given by: 
 vds 
 5  −1 −1
 
−1 4 −1  Sd 
em ·im +es ·is +ez ·iz
 Tem = e·i

Ω = Ω ves −1 −1 −1 −1 4 Se
em ·im +es ·is (21)
Tem = Ω
(19)
Tem = Tm + Ts


where Tm and Ts are the main and secondary machines torque, III. POWER PROPULSION ESTIMATION AND
respectively. CONTROL
It is possible to control the main and the secondary machines A. Power Estimation
independently, since they are magnetically decoupled. The
The effective power (Pe ) required to propel a ship can be
system behaves as if there are two independent machines that
defined as the product of the total resistive force opposed to the
are mechanically coupled (associated to the same shaft).
ship movement and its speed. It is derived from the resistance
The 5-phase PMSM control is therefore achieved using
curve by the relationship [16]:
two appropriate generalized Park (d − q) transform for each
machine (main and secondary), by applying the matrix given Pe = Rt (Vs ).Vs (22)
in Appendix B to (17). This transform leads to define two
d − q rotating frames: The first one is associated to the first The power delivered by the propulsion motor and absorbed
harmonics and rotates at ω, and the second one, to the third by the propeller (Pa ) in order to propel the ship at a given
harmonics and rotates at −3ω. speed Vs is [16], [32]:
Pa = 2πnQp (23)
Vdm = Rs Idm − ωΛm Iqm + Edm + Λm dIdtdm

The effective power required to propel the ship is related to

 dI
Vqm = Rs Iqm + ωΛm Idm + Eqm + Λm dtqm

(20) the power absorbed by the propeller by:

 Vds = Rs Ids − 3ωΛs Iqs + Eds + Λs dIdtds
 dI
Vqs = Rs Iqs + 3ωΛs Ids + Eqs + Λs dtqs Pe = ηg Pa (24)
This transform leads to an easier control of the system in where ηg is the quasi-propulsive coefficient. Its value depends
healthy mode. Indeed it allows to directly control the torque on the ship speed, the pressure field around the hull, the
and speed of the 2 machines by a control of the quadrature wake field, and the parameters of the propeller design such
currents in the two d − q frames. In this case, currents and as diameter, rate of rotation, radial load distribution, amount
voltage values remain constant in steady-state. of cavitation on the blade surfaces, etc. It is generally between
The above set of equations (19) and (20) allows to model 0.4 and 0.5.
the 5-phase PMSM electromechanical behavior.
4) Power Converter Model: The 5-phase PMSM is asso-
ciated to a 5-leg PWM VSI, which is connected to the ship B. Control Strategy
grid by a 3-phase AC/DC converter through a DC bus. The The control strategy for the propulsion motor is aimed to
grid connection is out of the focus of our study and the DC achieve a reference shaft speed by controlling its electromag-
bus is considered in our case as a perfect constant DC voltage netic torque.
source. The main task of the inverter is the speed control of In this paper, an Indirect Rotor-Flux-Oriented Control (IR-
propulsion motor. The topology of the used inverter is shown FOC) strategy [31], [33] is used to ensure the propulsion motor
in Fig. 6. control.

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In order to produce the desired electromagnetic torque with of these cases, the objective is to keep a constant torque even
minimum copper losses to increase the system efficiency, with open-circuited phases.
optimal currents references are therefore calculated. Detailed In the following section, an online technique presented in
development of this calculation is presented in the following [25] is used for generating optimal current references in faulty
section. case.
1) Optimal Current Reference Calculation: The Electro- 2) Optimal Current Reference Calculation in Faulty Case:
magnetic torque T of the propulsion motor given in (14) could In open-circuited phase mode (one or two phases are dis-
be expressed by: connected) the EMF vector must be restricted to the same
′
5 subspace as the current vector. Then, back-EMF ε is com-
e·i X
puted according to the open-circuited phases. For example,
T = = ε·i = εk · i k (25)
Ω if phases 1 and 3 are open circuited, back-EMF becomes a
k=1
3-dimensional vector. Back-EMF for the first phase is given
The instantaneous stator copper losses for a given torque by:
are expressed by: 5
′ 1X
5 ε1 = ε1 − hk ε k (32)
X 2 q
PJ (t) = R · i2k = R kikmin (26) k=1

k=1 where q is the number of active phases (in the example q = 3)

p
where k ik = i2as + i2bs + i2cs + i2ds + i2es and hk = 1 for active phase and hk = 0 for faulty phases.
Then criterion c and current reference vector iref are
kik is minimal if the scalar product ε · i in (25) is computed according to (30) and (31), respectively. This means,
maximized, i.e. if i is collinear with ε: if a fault detection process is implemented in the system, a
common calculation method for the current references can be
i=A·ε (27) applied for both healthy and faulty modes.
This current reference calculation method is illustrated by
where A is a real. Fig. 7, and the 5-phase PMSM control drive is shown in Fig.
Substituting (27) in (25), leads to: 8.

T = A · ε2 (28)
From the control point of view, for a given torque reference
Tref , the generation of current reference vector iref is imposed
by [25], [26]:
iref = c · Tref (29)
where c a criterion making it possible the generation of a
vector iref from a scalar Tref . It can be computed according
to several constraints. As in [25], [34], minimizing copper
Fig. 7. Current reference calculation block diagram.
losses is chosen as criterion.
Using (27), (28), and (29) and considering that it is possible
to express criterion c as:
ε
c= (30)
kεk2
We can finally get from (29) and (30):
ε
iref = Tref · 2 (31)
kεk
It can be noticed that if only the 1st and 3rd harmonics of
back-EMF are considered, this control strategy leads to cancel
Fig. 8. Block diagram of the 5-phase PMSM control drive.
the Ids and Iqs reference currents in the two d − q frames and
allows to determine a sharing of Iq reference currents in the
main and secondary machines (in this case the ratio between
Iqs ref and Iqm ref is equal to the ratio between the 1st and IV. SIMULATION RESULTS
3rd harmonics of back-EMF). The modeled Electric Naval Propulsion System is firstly
Many types of faults can occur on the drive system, open- evaluated under a pure software approach using Mat-
circuit faults are the most commonly found. In these cases, the lab/Simulink. The studied ship and propeller parameters are
currents calculated for the healthy phases must be modified to given in Appendix A.
reduce the impact of the fault on the torque quality. Several Figure 9 shows a block diagram representation of the
post-fault strategies may be applied [6], [35], [36]. In most simulated system. A realistic navigation cycle is used. It

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Transactions on Vehicular Technology

is established from data provided by ENERSENNE project, 900

Ω
dealing with fuel consumption evaluation using the Danish Ωref
800
seine technique [18].
700

600

Speed (rpm)
500

400

300

200

100

0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Time (s) ×10 4

Fig. 10. Propulsion motor (propeller) speed and its reference.

1.5
T
Tref

Torque (p.u.) 1

0.5

Fig. 9. Block diagram of the simulated system.

0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Figure 10 indicates that the propulsion motor (5-phase Time (s) ×10 4
PMSM) rotational speed perfectly follows its reference given
by the navigation cycle, which shows that the control of the
Fig. 11. Propulsion motor electromagnetic torque and its reference.
propulsion motor is efficient.
Figure 11 shows that the electromagnetic torque; generated
by the propulsion motor follows also perfectly its reference 12

resulting from the speed control.

10
Figure 12 shows the velocity of the ship, mirrors the propul-
sion motor rotational speed. The resistive torque developed by 8
Velocity (Kt)

the propeller and applied to the propulsion motor is shown in

6
Fig. 13.
Figure 14 shows the total resistance force (blue) and the 4
propeller thrust (red). They have the same value, and verify
(8), which represents the ship model. 2

The propulsion power (Pe ) is shown in Fig. 15. From this

figure, it can be seen that this power is equal to the product
of the ship speed in [m/s] and the total resistance force. It is
thus well reflecting (24).
Figure 16 shows the power delivered by the propulsion
motor, from this figure, it can be seen that this power is almost
twice the propulsive power. This ratio is related to the quasi-
propulsive coefficient.
V. HARDWARE-IN-THE-LOOP EXPERIMENTAL
TESTS
A. Emulator Description
The studied electric naval propulsion system emulator is
a real-time Hardware-in-the-Loop simulation system, which
includes hardware and software parts, as shown in Fig. 17. The
first part incorporates the reduced scale propulsion motor, the
propeller emulator machine, and their converters. The propul-
sion motor is a 5-phase 6-pole permanent magnet synchronous
0
0 0.5 1 1.5 2 2.5
Time (s)
3 3.5 4 4.5
×10 4
Fig. 12. Ship speed.
machine fed by 5-leg PWM voltage source inverter. The
propeller emulator machine (load machine) is a DC machine
coupled to a reduced scale propulsion motor on the same shaft
and operating in the braking mode. This DC machine is driven
by a 4-quadrant converter (IGBT H-Bridge) and operates as a
real-time controllable mechanical load. In addition, since the
propeller emulator machine is driven by the propulsion motor,
it acts as a generator driven by a prime mover. In our case, the
propeller emulator machine returns energy back through the
DC-DC converter to a common DC bus. This configuration
allows using a low power common DC bus because the power
provided by the DC bus to the whole system corresponds

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Transactions on Vehicular Technology

×10 5
5000 4.5

4500 4

4000
3.5
3500
3
Torque (N.m)

3000

Pa (w)
2.5
2500
2
2000
1.5
1500
1
1000

500 0.5

0 0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Time (s) ×10 4 Time (s) ×10 4

Fig. 13. Propeller torque. Fig. 16. Power delivered by the propulsion motor.

×10 4
3.5
Rt An optical encoder is used to detect the rotation speed of
Tp
3 the motors common shaft, and Hall effect sensors are used for
2.5
currents measurement.
Rt , Tp (N)

1.5

0.5

0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Time (s) ×10 4

Fig. 14. Total resistance force (blue) and propeller thrust (red).

×10 5
2

1.8

1.6

1.4

1.2
Pe (w)

0.8

0.6

0.4

0.2

0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Time (s) ×10 4

Fig. 15. Propulsion power.

only to the sum of mechanical, converters and electromagnetic

losses of the two electrical machines and drive systems.
Fig. 17. The proposed electric naval propulsion system emulator structure.
The second part of the emulator is the software one. It is
mainly composed by a PC on which is integrated a dSPACE
card. The ship dynamic model and the control algorithms for 1) Propeller Emulator Machine Reference Torque Determi-
both propulsion motor and propeller emulator machine are nation: In order to emulate the real behavior of the propeller
implemented on the dSPACE card using Matlab/Simulink soft- using the emulation DC machine, it is necessary to determine
ware and its real-time library. The control and measurement its electromagnetic torque reference.
software ControlDesk allow real-time parameters tuning and The ship shaft motion equation, in the real system (propul-
backup. The ControlDesk software output data are displayed, sion motor associated to the propeller), is given by:
recorded, and exported in graphical and numerical forms for dω
the subsequent analysis. Jt = T − Qp (33)
dt

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Transactions on Vehicular Technology

where Jt is the electric propulsion system rotating parts total B. Experimental Results
inertia. The used experimental test bench is shown in Fig. 19.
The test bench (reduced scale 5-phase motor associated with Several experimental tests have been carried out and compared
DC motor) motion mechanical equation is given by: to the previous simulation ones.
dω Figure 20 shows the 5-phase PMSM speed (propulsion
Jb = Tr − TL (34) motor), which clearly follows its reference. This figure also
dt
indicates that this experimental result obtained from the test
where Jb is the total inertia of the test bench rotating parts, Tr bench closely matches the respective simulation result shown
is the test bench 5-phase motor torque, and TL is the resistive in Fig. 10.
torque developed and controlled by the DC motor. Figure 21 shows the electromagnetic torque generated by
The test bench has a laboratory scale rated power (for the the propulsion motor and its reference that is quite perfectly
two machines). So the test bench 5-phase motor provides a followed. This curve has the global similar shape as the curve
torque such as Tr = k · T , where k is the ratio between the of Fig. 11 but is a little more noisy differences are related to
rated power of the test bench machines and the real propulsion the converter behavior and control).
motor rated power. Figure 22 shows the armature current of the DC motor,
Multiplying the two terms of (33) by the scale factor leads which is an image of mirrors the torque developed. This
to (35) to be emulated by the experimental test bench. current is negative, so the DC motor works as an electrical
dω brake. The curve of this current is similar to the propeller
k · Jt = k · T − k · Qp (35) resistive torque with a sign (-). Therefore, the DC motor can be
dt
considered to reproduce the propeller dynamics and therefore
Adding and subtracting k · Jt in the first term of (34), lead the ship one.
to: Figures 23 to 28 show the experimental results under faulty
dω conditions when one or two phases are open-circuited and
(k · Jt + Jb − k · Jt ) = k · T − TL (36)
dt when the required power can be provided by the faulty
system. It should be noticed that the propulsion motor (5-phase
By moving the quantity (Jb − k · Jt ) dω
dt from the left side to PMSM) speed perfectly follows its reference (Figs. 23 and 26),
the right side in (36), the following equation can be deduced:
which shows that the control of the propulsion motor is well
dω dω done even under faulty conditions. However, it can be noticed
k · Jt = k · T − TL − (Jb − k · Jt ) (37) that the torque presents more oscillations in the faulty steady-
dt dt
states than in the healthy one (from 1.5s to 2.3s) (Figs. 21, 24,
Comparing (35) and (37), leads to (38): and 27). These additional oscillations were expected and are
dω related to a decrease of the control performances related to the
k · Qp = TL + (Jb − k · Jt ) (38) considered faults. These torque ripples are partially eliminated
dt
after reconfiguration in both cases.
Therefore: As in the healthy case, the DC motor perfectly reproduces
dω the propeller dynamics (Figs. 25 and 28).
TL = k · Qp − (Jb − k · Jt ) (39)
dt
Equation (39) defines the reference torque that must be
developed by the DC motor (load machine), in order to
reproduce the propeller resistive torque at a reduced scale
factor (k · Qp ). The DC motor is torque controlled, where
the torque reference is given by (39) as shown in Fig. 18.

Fig. 18. Block diagram of the electric naval propulsion system emulator
control. Fig. 19. Experimental test bench view.

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2018.2834342, IEEE
Transactions on Vehicular Technology

900 900
Ω Ω
800 Ωref 800 Ωref

700 700

600

Speed (rpm)
600
Speed (rpm)

500
500
400
400
300
300
200
200
100
100
0
0 0.5 1 1.5 2 2.5 3 3.5 4
0.5 1 1.5 2 2.5 3 3.5 4 Time (s) ×10 4
Time (s) ×10 4

Fig. 20. Propulsion motor (propeller) speed and its reference in healthy case. Fig. 23. Propulsion motor (propeller) speed and its reference in faulty case
(phase 1 opened).

2.5
T
2.5
Tref T
2
Tref
2
1.5
1.5
Torque (p.u.)

1
Torque (p.u.)

1
0.5

0.5
0

-0.5 0

-1 -0.5

-1.5 -1
0.5 1 1.5 2 2.5 3 3.5 4
Time (s) ×10 4 -1.5
0.5 1 1.5 2 2.5 3 3.5 4
Time (s) ×10 4

Fig. 21. Propulsion motor electromagnetic torque and its reference in healthy
case. Fig. 24. Propulsion motor electromagnetic torque and its reference in faulty
case (phase 1 opened).

0
Icc
Iccref 0
Icc
Iccref

-0.5
Current (p.u.)

Current (p.u.)

-0.5

-1
-1

-1.5 -1.5
0.5 1 1.5 2 2.5 3 3.5 4 0.5 1 1.5 2 2.5 3 3.5 4
Time (s) ×10 4 Time (s) ×10 4

Fig. 22. DC motor armature current and its reference in healthy case.
VI. C ONCLUSION
This paper has proposed a Hardware-in-the-Loop-based
emulation system for an electric naval propulsion. This system
is based on a multiphase permanent magnet synchronous
machine. The ship hull resistance and propeller hydrodynamics
were taken into account considering a realistic navigation
profile. The proposed emulator uses a laboratory-scaled DC
machine drive as a controllable load to reproduce the hy-
drodynamics behavior of a ship propeller. This controllable
load is associated to a laboratory-scaled 5-phase permanent
Fig. 25. DC motor armature current and its reference in faulty case (phase
1 opened).
magnet machine to reproduce the real ship electrical mul-
tiphase propulsion motor and drive system behavior. In this
laboratory emulation context, scaling rules have been adopted
to reproduce a real ship propulsion behavior.
Both simulations and emulations were carried out using
realistic ship, propeller characteristics, and navigation profile.
The achieved experimental results have obviously confirmed
the effectiveness of the proposed HiL-based emulator. Indeed,
it has been shown the emulator ability to reproduce the

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Transactions on Vehicular Technology

ACKNOWLEDGMENT
900
Ω
800 Ωref The authors would like to acknowledge and thank Prof.
700
Jean-Yves Billard of the French Naval Academy for his help
600
and fruitful discussions.
Speed (rpm)

500
A PPENDIX A
400

300
TABLE I
200
S HIP PARAMETERS
100

0 Description Parameter Value

0.5 1 1.5 2 2.5 3 3.5 4
Time (s) ×10 4 Ship length Lship 25m
Ship breadth Bship 6m
Fig. 26. Propulsion motor (propeller) speed and its reference in faulty case Ship Mass m 351t
(phases 1 and 3 opened). Propeller diameter Dp 0.9
Number of propeller blades Z 4
Propeller pitch ratio P/D 0.9
Expanded bladearea ratio Ae /Ao 0.8
2.5
T Water density ρ 1025kg/m3
Tref
2

1.5
Torque (p.u.)

1 TABLE II
R ATED D ATA AND PARAMETERS OF THE USED 5- PHASE PMSM
0.5

0 Quantity Symbol and magnitude

-0.5
Rated power Pn = 300W
DC bus voltage (converter) Udc = 60V
-1
Rated speed Nn = 1000rpm
-1.5
0.5 1 1.5 2 2.5 3 3.5 4
Pole pairs number p=3
Time (s) ×10 4 Stator resistance Rs = 0.8Ω
Stator inductance L = 1.1mH
Fig. 27. Propulsion motor electromagnetic torque and its reference in faulty Mutual inductance 1 M1 = 0.03mH
case (phases 1 and 3 opened).
Mutual inductance 2 M2 = 0.22mH
Moment of inertia J = 0.004kg.m2
Coefficient of viscous friction f = 0.0024N m.s/rad
0
Icc
Iccref

A PPENDIX B
-0.5
Current (p.u.)

Generalized Concordia transform:

√1 √1 √1 √1 √1
 
2 2 2 2 2
1 cos( 2π ) cos( 4π ) cos( 4π ) cos( 2π )
 
5 5 5 5
q  
-1 2 
[C5 ]−1 = 0 − sin( 2π ) − sin( 4π ) sin( 4π ) sin( 2π )

5  5 5 5 5

cos( 4π cos( 2π cos( 2π cos( 4π
 
 1 5
) 5
) 5
) 5
) 
0 sin( 4π
5
) − sin( 2π
5
) sin( 2π
5
) − sin( 4π5
)
-1.5
0.5 1 1.5 2 2.5 3 3.5 4
Time (s) ×10 4 Generalized Park transform:
1 0 0 0 0
 
Fig. 28. DC motor armature current and its reference in faulty case (phases
1 and 3 opened).  0 cos(θs ) sin(θs ) 0 0 
[P ]−1 = 0 −sin(θs ) cos(θs ) 0 0
 

 0 0 0 cos(3θs ) sin(3θs ) 
0 0 0 −sin(3θs ) cos(3θs )

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The Proposed emulator should be a useful tool for repetitive
tests that are required for all-electric ship system topologies
tests.
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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2018.2834342, IEEE
Transactions on Vehicular Technology
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Kamal Nounou was born in Jijel, Al-
geria, in 1983. He received the M.Sc.
degree in Electrical Engineering, from the
Ecole Militaire Polytechnique, Algiers,
Algeria, in 2014. He is currently work-
ing toward the Ph.D. degree on resilient
control for polyphase systems dedicated
to naval propulsion with the University
of Brest, France. His research interests
include fault tolerant control, multiphase
machines, and drives.
JF Charpentier (M’02) received the
M.Sc. (French Engineering Diploma) and
PhD degree in electrical engineering from
the ENSEEIHT, National Polytechnic In-
stitute of Toulouse, Toulouse, France in
1993 and 1996 respectively. He obtained
the ”Habilitation Diriger les Recherches”
degree in 2010. From 1996 to 1997 he
was a post-doctoral fellow at Laval Uni-
versity, Québec, Canada. From 1997 to
2002 he was an Assistant Professor at the University Institute
of Technology (IUT) of Brest, University of Western Brittany,
Brest, France. Since 2002, he is with the French Naval
Academy (Institut de Recherche de l’Ecole Navale) in Brest,
France as a senior researcher. His current research topics
This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2018.2834342, IEEE
Transactions on Vehicular Technology

include modeling and design aspects on electrical machines Abdelaziz Kheloui received the M.Sc.
and drives, electrical naval propulsion systems and marine degree in Electrical Engineering from the
renewable energy. He is the author or the co-author of more Ecole Nationale d Ingénieurs et Techni-
than 100 publications in scientific journals, book chapters ciens of Algeria (ENITA), Algiers, Alge-
and in international conferences. He is an associate editor ria in 1990 and the Ph.D. degree also in
for IET Renewable Power Generation journal and MDPI Electrical Engineering from the National
Journal of Marine Science and Engineering. His experience Polytechnic Institute of Lorraine, Nancy,
includes expertise for research and industrial institutions and France in 1994. Since 1994 he has been
partnership with industrial firms (research contracts). an Assistant than a Full Professor at the
Electrical Engineering Department of the Polytechnic Military
Academy, Algiers, Algeria. His current research interests are
Khoudir Marouani received the En- control of electrical drives and power electronics.
gineer degree in Automatics, the Mag-
ister and Ph.D. degrees in electrical en-
gineering from the Ecole Militaire Poly-
technique (EMP), Algiers, Algeria, in
1996, 2000 and 2010, respectively. He
obtained the Habilitation Universitaire de-
gree in 2017. He is currently a Teacher-
Researcher in electrical engineering at
EMP. He authored or co-authored more
than 50 technical papers in refereed journals and conference
proceedings. His research interests include power electronics,
electrical drives and Hybrid Electric Vehicles (HEV).

Mohamed Benbouzid received the

B.Sc. degree in electrical engineering
from the University of Batna, Batna, Al-
geria, in 1990, the M.Sc. and Ph.D. de-
grees in electrical and computer engi-
neering from the National Polytechnic
Institute of Grenoble, Grenoble, France,
in 1991 and 1994, respectively, and the
Habilitation Diriger des Recherches de-
gree from the University of Picardie Jules
Verne, Amiens, France, in 2000. After receiving the Ph.D. de-
gree, he joined the Professional Institute of Amiens, University
of Picardie Jules Verne, where he was an Associate Professor
of electrical and computer engineering. Since September 2004,
he has been with the Institut Universitaire de Technologie
of Brest, University of Brest, Brest, France, where he is a
Professor of electrical engineering. Prof. Benbouzid is also a
Distinguished Professor at the Shanghai Maritime University,
Shanghai, China. His main research interests and experience
include analysis, design, and control of electric machines,
variable-speed drives for traction, propulsion, and renewable
energy applications, and fault diagnosis of electric machines.
Prof. Benbouzid is an IEEE Senior Member. He is the Editor-
in-Chief of the INTERNATIONAL JOURNAL ON ENERGY
CONVERSION (IRECON). He is an Associate Editor of the
IEEE TRANSACTIONS ON ENERGY CONVERSION, the
IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS,
the IEEE TRANSACTIONS ON SUSTAINABLE ENERGY,
and the IEEE TRANSACTIONS ON VEHICULAR TECH-
NOLOGY. He is also a Subject Editor for the IET RENEW-
ABLE POWER GENERATION.

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