Electrical Power and Energy Systems 104 (2019) 205–214

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Electrical Power and Energy Systems

journal homepage: www.elsevier.com/locate/ijepes

Centralized emergency control for multi-terminal VSC-based shipboard T

power systems
⁎
Daniil Panasetskya,c, Denis Sidorova,c, Yong Lib, , Li Ouyangb, Jiamin Xiongb, Li Heb
a
Energy Systems Institute, Russian Academy of Sciences, Irkutsk 664033, Russia
b
College of Electrical and Information Engineering, Hunan University, Changsha 410082, China
c
Irkutsk National Research Technical University, Irkutsk 664074, Russia

A R T I C LE I N FO A B S T R A C T

Keywords: Multi-terminal hybrid AC/DC power systems have found a wide application in different areas, such as wind and
Hybrid AC/DC power systems solar energy, microgrids, shipboard power systems (SPS), etc. To ensure reliability and survivability of the SPS,
Shipboard power systems the emergency control is necessary to be implemented, which is widely utilized in conventional AC networks and
Emergency control hybrid AC/DC systems. This paper proposes a concept of reconfiguration theory based on a centralized emer-
Power flow
gency control algorithm of the SPS with a complex structure, which has high requirements for reliability and
DC zonal electrical distribution system
survivability. The proposed method complements the well-proven local control approaches, paying particular
attention to the SPS reconfiguration. A special emphasis is placed on improving the SPS reliability by combining
the AC nodes, as well as on increasing the reconfiguration procedure efficiency, the latter being achieved by not
taking into account the special constraint on the DC circuit breakers states. The algorithm carries out a pre-
ventive calculation of control actions using the genetic algorithm optimization procedure. The case studies were
performed by using the modified DC zonal electrical distribution system (DC-ZEDS) model, and the results verify
the feasibility and effectiveness of the proposed method and model.

1. Introduction
Currently, multi-terminal hybrid AC/DC systems are of big interest
for solving different engineering tasks. And they have found wide ap-
plication in many areas including the electric power systems (EPS) with
renewable energy sources, like wind or photovoltaic power [1], in
microgrids [2] and in isolated compact shipboard power systems (SPS)
[3]. The introduction of the hybrid AC/DC systems technology can
significantly improve the operation flexibility and efficiency of these
systems. Just as conventional AC networks, hybrid AC/DC systems also
have a certain level of reliability which is provided by the emergency
control in the EPS. The next generation high-performance SPS is a ty-
pical example of a hybrid AC/DC structure. The reliability and survi-
vability of the SPS are critical to the ships, especially under battle
conditions. In the event of a battle, parts of the SPS may not be avail-
able due to damage under attack [4].
The complexity and particularity of the SPS structure gives a special
importance to their emergency control systems and the most intuitive
performance of the emergency control in the SPS is the reconfiguration
possibilities. An appropriate reconfiguration procedure can restore the
power of the ship to a maximum extent, thus ensuring the basic
operation of the SPS. There are some methods to solve this problem, but
they have a number of shortcomings. In [5], the authors proposed a
probability-based predictive self-healing reconfiguration method for
the SPS, but they do not take the power flow into account. In [6] the
optimized reconfiguration is achieved by prioritizing the power deliv-
ered to vital loads over semi-vital and non-vital loads, the authors
considered the power flow constraints but did not consider the behavior
of the converters and the possibility for the discrete load control. In [7],
the automatic reconfiguration of the SPS based on Q-learning was in-
vestigated, but the author did not consider a number of the switching
operations to limit the process time. In addition, all the mentioned
works put special constraints on the DC circuit breakers states. As
shown in this paper, these constraints in some cases hamper the search
for the optimal solution.
Considering the shortcomings of the previous works, this paper
proposes a new centralized emergency control algorithm for the AC/DC
SPS. The proposed approach complements the existing methods, and
increase reliability and quality of the control. It pays special attention
to the reconfiguration as the key emergency response action, which has
high accuracy and efficiency to restore the power rapidly and effec-
tively.

⁎
Corresponding author.
E-mail address: yonglichn@qq.com (Y. Li).

https://doi.org/10.1016/j.ijepes.2018.06.051
Received 3 April 2018; Received in revised form 1 June 2018; Accepted 27 June 2018
Available online 11 July 2018
0142-0615/ © 2018 Elsevier Ltd. All rights reserved.
D. Panasetsky et al.
The further text is organized as follows. In section 2 a brief overview
of the local and centralized emergency control approaches as well as
the proposed three-layer SPS emergency control structure are given.
Section 3 introduces the modified DC zonal electrical distribution
system (DC-ZEDS) model with the combining AC nodes, which is used
for the case studies to verify the effectiveness of the proposed method.
This section also discusses the power flow model. Section 4 discusses
the optimization procedure implemented for the emergency control.
The optimization procedure uses the DC network reconfiguration pos-
sibility as the main emergency control measure and does not put any
special constraints on the DC circuit breakers states. Section 5 is the
case studies.
2. Emergency control in SPS
2.1. Local and centralized control
Generally, different control strategies are implemented for normal
and emergency states, which can be classified into two categories: local
control and centralized control.
Local devices typically implement relatively simple but high speed
algorithms to provide stability for severe disturbances. For instance, in
case of a short circuit on the DC side, the VSC converter can be tem-
porarily closed to avoid triggering due to overcurrent or overvoltage.
The traditional VSC can provide one of the following local control
functions [8]: the DC side for active power control or DC voltage con-
trol (slack bus node) and the AC side for reactive power control (PQ
node) or AC voltage control (PV node). Combining VSC in SPS are as-
sociated with a number of difficulties including the control strategies.
As a rule, in VSC-based SPS, one bus provides a specified voltage level,
as the DC slack bus, while all the others provide the determined active
power generation or consumption. While the slack bus is able to pro-
vide the determined voltage level quickly, the DC network is stable. To
provide the control in case of a slack bus overloading or loss, different
approaches, such as the voltage margin method [9] and the enhanced
DC voltage droop method [10] can be used. The main advantage of
local control is the decentralization, which ensures a high reliability
level of network control. In case of a slack bus loss, for instance, due to
DC network splitting, its functions automatically transfer to another
converter. However, the quality of such decentralized control is not
always optimal, because the local regulators do not have a sufficient
level of knowledge of the whole system.
The need for centralized control systems arises when we deal with
the SPS with a complex meshed structure. In this case, effective control
can only be achieved by means of a centralized approach including the
collection of the pre-emergency parameters from the monitoring system
and increasing complexity of the control algorithms. In this case the
local emergency control devices are complimented by a centralized
system that ensures the reliable transition to a post-emergency state.
Generally, the centralized control implementation includes a pre-
liminary division of the whole SPS in subsystems [11]. Then each
subsystem is equipped with technical means, which monitor the EPS
state, for instance, powers and currents flowing through the main cut
sets [12]. In case of emergency, the centralized system realizes control
actions intended to unload the cut set and ensure the stability of the
dynamic transition [13], [14]. But the traditional approaches of the
centralized control do not use the global solutions but divide the control
problem into independent subtasks due to the weak electrical connec-
tion between different subsystems or the complexity of the global state
estimation procedure, etc. For instance, even such a problem as the
coordinated secondary voltage regulation is not solved using global
optimization in practice [15].
2.2. Hierarchical emergency control for SPS
Apparently, the distributed local methods, such as the voltage
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Electrical Power and Energy Systems 104 (2019) 205–214
Fig. 1. The hierarchical emergency control for SPS.
margin control and droop control, can solve the emergency control
problem for multi-terminal hybrid AC/DC systems connected to a
powerful unified AC EPS. In this case, the system operator needs only to
perform the task of the post emergency steady state optimization.
However, even for such cases, some re-searchers also described the
implementation of centralized emergency control of hybrid AC/DC
power systems [16].
The problem of reliable power supply is extremely important for
SPS. The economic aspects do not play an important role here, and this
justifies the creation of a reliable redundant information system for
control. The compactness and good observability of SPS make it pos-
sible to propose a new hierarchical emergency control system that in-
cludes both the traditional local and improved centralized principles, as
shown in Fig. 1.
The relay protection layer provides a rapid disconnection of the
damaged element. The centralized layer uses a reconfiguration opti-
mization procedure and provides an optimal transition to a post-
emergency steady state. In case of its failure, all the control actions will
be implemented by the traditional local control layer that is more fault-
tolerant but does not provide optimal control. This three-level structure
increases reliability of the SPS that supplies energy to the weapons,
communication, and navigation. Obviously, the speed of the control
actions implementation from the centralized layer should be faster than
the action of the local devices. In this regard, the calculation of the
control actions must be made in advance. The calculation cycle of the
centralized emergency control layer is shown in Fig. 2.
On each calculation cycle, a database of control actions for the
current steady state should be generated. Depending on the duration of
the cycle, it is possible to calculate the control actions for the N-1, N-2
or even N-3 criteria. Taking into account a relatively small number of
the key elements in most SPS, (for instance, the DC-ZEDS system given
in the next section) the number of the considered disturbances will not
be too great. If a disturbance occurs, the control actions for the current
steady state will be taken from the database without the delay needed
for the optimization procedure.
It should be noted that some SPS may have a rather complex
structure. For example, a modern cruise liner can have onboard more
than 20 thousand breakers, more than 10 MV/LV substations,
Fig. 2. Calculation cycle of the centralized emergency control.
D. Panasetsky et al. Electrical Power and Energy Systems 104 (2019) 205–214

Fig. 3. Typical structure of the DC-ZEDS.

thousands of km of cables, hundreds of electrical lockers and more than
20 thousand of automation channels. To apply the proposed control
system to such complex SPS, it is necessary to identify the key system-
forming elements on which the centralized system can act. All the other
elements must be protected by local control. One can draw an analogy
with the traditional systems, where the system-forming transmission
level is protected by a centralized system, and distribution level is
protected by local ones.
3. VSC-based SPS and power flow calculation
3.1. Proposed VSC-based SPS
The DC-ZEDS of SPS is becoming a hot topic in recent years. Fig. 3
shows a typical structure of the DC-ZEDS [17]. The DC-ZEDS mainly
consists of a generator, port buses (PB) and starboard buses (SB), con-
verters, switches, circuit breakers, a switchboard and loads.
The DC-ZEDS has advantages over the traditional AC radial dis-
tribution system, including: (1) Reduces the weight of the distribution
system cables, simplifies the shipboard building work and saves a lot of
investment and maintenance costs; (2) Improves the power quality and
the ship survivability; (3) Convenient to upgrade and optimize the
power system, satisfying the higher requirements for the shipboard.
Therefore, the integrated power system based on the DC zonal electric
distribution network is more adapted to the needs of the future devel-
opment of ships.
In this paper, the modified DC-ZEDS model is used, and the whole
topology of the proposed VSC-based SPS as shown in Fig. 4. The
modification is providing a parallel operation of the AC side generators
by means of an AC cable. Such a solution does not require significant
structure complication or increase in cost of the SPS, but provides re-
liability enhancement. The AC cable will pass in the most secure place,
between PB and SB, in the same place as the vital load. The AC cable
can be equipped with reactors which will reduce the mutual influence
of the AC generators, and, for example, reduce a short-circuit current.
3.2. Power flow for VSC-based SPS
The proposed emergency control system needs a steady-state model
to perform power flow calculation of the optimization. The combina-
tion of the AC generators in the proposed SPS model required creation
of a full-fledged AC/DC load flow routine. Typically, two types of power
flow methods for hybrid AC/DC systems are considered: the unified
methods [18] which solve AC and DC power flow simultaneously and
the sequential methods [19] which solve AC and DC networks sepa-
rately in an iteration manner using an interaction procedure. The ad-
vantage of the sequential method is that it does not need to change the
conventional AC power flow routines and there is an opportunity to use
open source ready-made software packages, such as Matpower. How-
ever, the sequential approach may lead to convergence problems [20],
and a worse convergence rate in comparison with the unified methods
[21]. The speed and the quality of convergence are critical to control
problems, in this regard, a unified method is used in our studies.
Based on [18], the mathematical statement of VSC-based SPS power
flow calculation is given in this section, but there are some distinctive
features of the improved formulation. Using the unified method, a set of
mismatch equations is defined as follows:
T
0 = F (XAC , XDC , PCONVs ) = [FAC T
, FDC , FS ]T , (1)
where XAC is the vector of AC side variables, XDC is the vector of DC side
variables and PCONVs is the vector of additional variables which refers to
the power loss of the slack converter. FAC is the vector of AC side
mismatch equations, FDC is the vector of DC side mismatch equations
and FS is the vector of slack converter equations.
The considered steady-state VSC model, shown in Fig. 3, does not
include a coupling transformer. Usually, the transformer is not used in
SPS in order to reduce the weight of the vessel [22]. If necessary, it can
be included in the AC network structure in our approach, for example, a

Fig. 4. The topology of the proposed VSC-based SPS.

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the i-th DC bus with a no slack converter. PINJ,DCi is calculated as fol-

lows:
N
PINJ , DCi = UDCi ∑ UDCn GDCin,
n=1 (10)
where UDC are the voltage magnitudes at the DC buses; N is the number
of the DC buses; GDCin are the elements of the DC admittance matrix.

Fig. 5. Steady state VSC station model. 3.2.3. Slack converter equations
The mismatch equations of the slack converter can be described as
compact three-winding transformer with a filter connected to the ter- follows:
tiary winding [23]. For all the converters we considered a PQ control at N
point F with a voltage droop mode or with P = const mode. The PV 0 = PCONVs−ΔPLs−UDCs ∑ UDCn GDCsn
control mode was not considered due to the possibility of undesired n=1 (11)
interaction of local control systems of the AC generators and converters. where PCONVs is the active power injected by the slack converter; ΔPLs is
the slack converter losses determined by (8);
3.2.1. AC side equations
Based on Fig. 5, AC side power mismatch equations can be described 4. The optimization procedure for centralized emergency control
as following:
0 = PGDi−PINJ , ACi−PCONVi, (2) According to the importance of the services, the shipboard loads can
be classified into three classes – the first, the second and the third
0 = QGDi−QINJ , ACi , (3) classes in decreasing priority order. The first class is the vital loads that
affect the survivability of the ship, such as weapon systems and elec-
where PGDi and QGDi are the consumption or the generation of active
tronic countermeasures. In order to ensure the reliability of the vessel
and reactive powers of the i-th AC bus; PCONVi is the active power in-
these loads are required to be supplied in the two paths – through the
jected by the i-th converter (PCONVi = 0 – no or disabled converter,
PB and SB respectively. The second class is the semi-vital loads, which
PCONVi = f(VDCi) – the converter with a voltage droop control,
are important to the ship but can be shut down or switched to the al-
PCONVi = const – the converter with a constant active power control);
ternate power source in order to prevent a total loss of the ship’s
PINJ,ACi and QINJ,ACi are the active and reactive power injections into the
electrical power, for instance, some radars and communication systems.
AC system from the i-th AC bus which can be calculated using the
The third class is the non-vital loads such as hotel loads, which are
following classical equations:
sheddable; the outage of these loads does not seriously affect the ship
M
operations, survivability, or life. The consumption power of every j-th
PINJ , ACi = Vi ∑ Vm (Gimcosθim + Bimsinθim),
DC load PLj is defined by the expression:
m=1 (4)
PLj = αj·Pmaxj·x j , (12)
M
QINJ , ACi = Vi ∑ Vm (Gimsinθim−Bimcosθim), where xj is a binary variable indicating the state of the load. xj = 1
(5)
m=1
means the load is supplied, otherwise, xj = 0; αj is the coefficient of the
where Vi and θim = θi − θm are the voltage magnitudes and phases at load state, αj = 1 for the fixed load, Pminj / Pmaxj ⩽ αj ⩽ 1 for the variable
the AC buses; M is the number of the AC buses; Gim, Bim are the elements one; Pminj and Pmaxj are allowed minimum and maximum active power
of the AC admittance matrix. consumption of the j-th load.

3.2.2. DC side equations 4.1. Objectives

The similar with the AC side equations, the DC side mismatch
equations are shown as: For the power supply recovery, the sub-objective functions F1, F2, F3
that maximize the power delivered to each class loads are assigned as
0 = PINJ , DCi−PDCi−PGDdci, (6)
follows:
where PINJ,DCi is the active power injection into the DC system from the N1
i-th DC bus; PGDdci is the consumption or generation of the active power ⎧
⎪ maxF1 = max ∑ PLa
of the i-th DC bus; PDCi is the active power, injected by the i-th converter ⎪ a=1
which can be determined by the formula: ⎪ N2
maxF2 = max ∑ PLb ,
PDCi = PCONVi−ΔPLi, (7) ⎨ b=1
⎪ N3
where ΔPLi are the losses in the i-th converter, determined according to ⎪
⎪ maxF3 = max ∑ PLc
[24]: (13)
⎩ c=1

ΔPLi = Ra + Rb × |ICONVi | + R c × |ICONVi |2 , (8)
where Ra is the no-load converter losses, Rb and Rc are the coefficients
for the linear and quadratic dependence of the converter losses on the
converter current.
The converter current ICONVi is obtained by:
∗ Nm
P
ICONVi = ⎛ CONVijθ ⎞ ,
⎜ ⎟
⎝ i ×e i⎠
V (9)
where Vi and θi are the voltage magnitude and phase at point F (Fig. 5).
In (6) PINJ,DCi is the active power injection into the DC system from
where N1, N2 and N3 stand for the number of the first, the second and
the third class loads; PLa, PLb and PLc are the active power consumptions
of every first, second and third class load.
As the fast reconfiguration process is also requested, the number of
the switching operations is minimized as follows:
minF4 = min ∑ ym ,
m=1 (14)
where ym is the binary variable indicating the changing state of the m-th
DC switch, ym = 1 means the state of the m-th DC switch is changed

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Fig. 6. System topology of case I.

during the reconfiguration; otherwise, ym = 0; Nm is the number of all where PGj and QGj are the active and reactive powers of the j-th gen-
min min
the DC switches. erator; PGi and QGj represent the allowed minimum active and re-
max max
Obviously, the proposed reconfiguration problem is a typical multi- active powers offered by the j-th generator; PGj and QGj indicate the
objective optimization problem. Using the weight factors the afore- allowed maximum active and reactive power offered by the j-th gen-
mentioned functions (13) and (14) can be integrated into the following erator.
single-objective optimization:
(3) Converter Limits: The active power of the AC/DC converters is
maxF = max(ω1 F1 + ω2 F2 + ω3 F3−ω4 F4 ). (15)
constrained as follow:
Considering the priorities of each objective, the weight factors ω1, min max
PCONVi ⩽ PCONVi ⩽ PCONVi , (19)
ω2, ω3, and ω4 are determined by the Analytic Hierarchy Process (AHP)
min max
method [25] as follows: where and
PCONVi are the allowed minimum and maximum active
PCONVi
power injected by the i-th converter.
ω = [ 0.564 0.263 0.118 0.055 ]. (16)
Some detail discussion and computing process of the weight factors (4) AC and DC Line Current Limits: To ensure a safe operation, the
vector calculation can be found in [3]. branch current should be within limits. The following current
constraints are considered for the energized AC and DC branches:
4.2. Constraints max
|IkAC | ⩽ I AC , (20)
max
To solve such a problem, there are some important constrains that |IkDC | ⩽ IDC , (21)
must be taken into consideration, which are listed as follows:
where |IkAC| and |IkDC| are the magnitudes of the current in the k-th AC
max max
and DC branches; I AC and IDC are the allowed maximum currents in
(1) AC and DC Load Flow Constraints: The most important constraint for
the AC and DC branches.
the formulated optimization problem is the requirement of the
What is worth mentioning is that there are no constraints on the
steady-state existence, i.e. the existence of the solution for the set
generator and converter currents, because these limitations are taken
(1).
into account in the AC and DC line current limits.
(2) AC Generators Limits: Both active and reactive powers of the AC
generators are constrained as follows:
(5) AC and DC Voltage Limits: To ensure a safe operation, the AC and DC
min max
PGj ⩽ PGj ⩽ PGj , (17) voltages should be within limits. The following constraints are
considered for the energized AC and DC buses:
min max
QGj ⩽ QGj ⩽ QGj , (18)

Fig. 7. System topology of case II.

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D. Panasetsky et al. Electrical Power and Energy Systems 104 (2019) 205–214

Table 1
Test system data.
Main parameters

Vital Loads (fixed) L1, L2, L3, L4, L5, L6,

Semi-vital Loads (variable) L7, L9, L11, L13, L15, L17
Non-vital Loads (variable) L8, L10, L12, L14,L16, L18
Switches (open) Z1, Z2, Z3, Z4, Z5, Z12
Switches (closed) Z6, Z7, Z8, Z9, Z10, Z11
Max DC Current, A 30
Max AC Current, A 100
MTG (PG1, PG4) [Pmin-Pmax],kW [0–1200]
ATG (PG2, PG3) [Pmin-Pmax], kW [0–600]
SBASE, MVA 100
AC/DC Voltage, kV 10/10
DC lines R, p.u. 0.2
DC circuit breaker R, p.u. 0.1
AC lines R/X, p.u. 0.2/0.1
AC reactors R/X, p.u. 2/10

DC loads data
Load P, kW Load P, kW Load P, kW
L1 70 L7 80 L13 110
L2 120 L8 325 L14 72
L3 200 L9 185 L15 87
L4 150 L10 44 L16 100
L5 160 L11 225 L17 205
L6 100 L12 205 L18 200

AC loads data
Load P, kW Q, kVAr
L100 120 60
L200 60 30
L300 60 30
L400 120 60

min max
V AC ⩽ VkAC ⩽ V AC , (22) special switching constraints will not lead to the appearance of un-
acceptable states, because most states with circulating current occur-
min max
UDC ⩽ UkDC ⩽ UDC , (23) rence or with violation of the constraint (24) are not optimal for the
proposed procedure, but some of them, as shown in the following
where VkAC and UkDC are the voltage magnitudes of the k-th bus in the
min max section, can significantly improve the optimization results.
AC or DC network; V AC and V AC are the allowed minimum and max-
min max
imum AC voltage magnitudes; VDC and VDC are the allowed minimum
and maximum DC voltage magnitudes. In this paper, we limited both
5. Case studies
AC and DC voltages in the range of +/- 10% of the nominal value.
To verify the feasibility and superiority of the proposed optimiza-
(6) Special Connectivity Constraints: To ensure the reliability of the
tion model, the case studies were done based on the system shown in
power supply, there are two electrical paths for every first class load
Fig. 4. The test system data are given in Table 1 in the appendix. The
via the automatic transfer switches connected to the port and
first class loads are settled as fixed since they are nonsheddable, the
starboard buses. In order to avoid the circulation current, the net-
second and the third class loads are settled as variable. The considered
work must maintain radial, i.e. the switches, connected to the PB
cases include faults in both AC and DC parts.
and SB for the same load, cannot be closed at the same time. In
The optimization was performed in Matlab using a genetic algo-
order to take into account this limitation, the authors of many pa-
rithm implementation in the ga() function. The genetic algorithm was
pers put a special switch constraint on the DC circuit breaker states
chosen based on the following considerations. First, the load flow solver
[5–7,26,6]. To explain the essence of this constraint, take the load
for hybrid systems was also created in Matlab. Secondly, the genetic
L1 (Fig. 4) as an example. Since L1 can only be supplied by the PB
algorithm greatly simplified the continuous-discrete optimization pro-
via switch Z1, or by the SB via switch Z7, the constraint that in
cedure. Thirdly, calculations on the test system using the genetic al-
many cases avoids the occurrence of circulating current can be
gorithm indicate a speed acceptable for practical goals, and paralleli-
written as:
zation of the genetic algorithm allows, if necessary, speed up the
SpZ1 + SsZ 7 = 1, (24) optimization procedure.

where SpZ1 is the state of switch Z1 through which the load L1 is con-
nected to the PB; and SsZ7 is the state of switch Z7 through which the
5.1. Initial state
load L1 is connected to the SB.
However, it is necessary to point out the drawback of this con-
In the initial state, switches Z1-Z5 and Z12 are open and the con-
straint. On the one hand, it restricts the search area and thus accelerate
verter connected to generator 4 (G4) is a slack converter. The load flow
the optimization procedure. On the other hand, in some cases with
results of the initial state are shown in Table 2 in the appendix, the DC
multiple trips, which are possible for military vessels, such restriction
circuit breaker states can be observed from the DC lines Results. The
will not allow to find an optimal solution. Thus, the constraint (24) is
power flow results indicate that the whole system is under normal
not taken into account in the proposed optimization procedure.
operating.
Therefore, the search area is widened and the reliability of the emer-
gency control will be increased at the same time. Actually, omitting the

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Table 2
Load flow results of the test system initial state.
AC buses results

Bus U, p.u. δ, deg. Pinj, kW Qinj, kVAr

100 0.998 0.261 −900 −60
200 0.999 0.263 −540 −30
300 0.999 0.096 −520 −30
400 0.998 −0.055 −1038.69 −30
500 1 0.306 900 54.31
600 1 0.292 570 30.43
700 1 0.121 520 41.07
800 1 0 1013.6 26.79

AC lines Results
From To PFromTo, kW QFromTo, PToFrom, kW QToFrom, |I|, A
kVAr kVAr
100 200 −1.63 −6.5 1.63 6.5 0.39
200 300 27.72 −6.39 −27.71 6.48 1.64
300 400 27.16 4.32 −27.15 −4.24 1.59
100 500 −898.37 −53.5 900 54.31 52.06
200 600 −569.35 −30.11 570 30.43 32.96
300 700 −519.46 −40.79 520 41.07 30.12
400 800 −1011.54 −25.76 1013.6 26.79 58.54

DC buses Results
Bus U, p.u. Pinj, kW Bus U, p.u. Pinj, kW
1 0.999 −70 12 0.998 −205
2 0.997 −120 13 0.999 −110
3 0.997 −200 14 0.999 −72
4 0.997 −150 15 0.999 −87
5 0.997 −160 16 0.999 −100
6 0.998 −100 17 0.998 −205
7 0.999 −80 18 0.999 −200
8 0.997 −325 19 1 765.44
9 0.997 −185 20 0.999 467.14
10 0.998 −44 21 0.999 447.25
11 0.998 −225 22 1 962.96

DC lines Results
From To PFromTo, kW PToFrom, kW |I|, A
1 13 0 0 0
2 14 0 0 0
3 15 0 0 0
4 16 0 0 0
5 17 0 0 0
6 18 −100 100.01 5.78
1 7 −70 70 4.05
2 8 −120 120.01 6.95
3 9 −200 200.04 11.58
4 10 −150 150.02 8.68
5 11 −160 160.03 9.26
6 12 0 0 0

Table 3 connecting buses 100–400, the SPS will be separated into two parts
Results of case I. (Part I and Part II in Fig. 6) with G1 only. That is to say, the generator
G1 should supply all the loads in Zone 1 (L1, L2, L7, L8, L13, L14,
Items Data
L100), Zone2 (L3, L9, L15, L200), and partially the loads in Zone 3 (L4,
Fully Serviced Loads Fixed: L1, L2, L3, L4, L5, L6 L10, L16). The consumption of all the above loads is 1723 kW, and the
Variable: L7, L8, L9, L11, L12, L13, L15, maximum power provided by G1 is PmaxG1 = 1200 kW, which means
L17, L18 G1 cannot supply all the above loads, and some loads must be shed.
Partially Serviced Loads (% from L10(91.00), L14(97.56), L16(93.86)
In the proposed test system, an AC cable connecting four generators
initial)
Un-serviced Loads None is applied, and the power can be shared among the zones. It is also
Switches (open) Z1, Z2, Z4, Z5 worth noting that when the DC network is divided, the resulting active
Switches (closed) Z3, Z6,Z7, Z8, Z9, Z10, Z11, Z12 power unbalance will always be eliminated faster if the AC nodes are
DC Load in Initial State, kW 2638
combined, since this allows to get additional reserves from all the
DC Load after optimization, kW 2623
generators simultaneously, which reduces the probability of instability
during the transition to a new steady state.
5.2. Case I The results obtained by the proposed method are shown in Table 3,
the load flow results are shown in Table 4 in the appendix. From a
In this case, faults occur on lines bus 27 – bus 28 and bus 35 - bus practical point of view, we can assume that the system load is com-
36, while, generator G2 is out of service, the system structure is shown pletely restored after the optimization. The ratio of the pre-emergency
in Fig. 6. As a result, the loads in Zone 1–2 lose additional power supply and post-emergency consumption in the DC network is 0.99, but the
from Zone 3–4, and the path bus 27 – bus 4 – bus 35 is separated from active power generations of G1, G3 and G4 have reached the maximum
Zone 3 (generator G3). In traditional SPS without the AC cable values. In order not to overload the generators, the control system

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Table 4
Load flow results of case I.
AC buses Results
Bus U, p.u. δ, deg. Pinj, kW Qinj, kVAr
100 0.997 −2.868 −946.61 −60
200 0.988 −4.265 −795.63 −30
300 0.999 −1.072 −210.4 −30
400 0.998 −0.07 −1031.59 −30
500 1 −2.812 1200 112.91
600 0.988 −4.265 0 0
700 1 −1.048 598.69 91.63
800 1 0 1200.1 −11.13

AC lines Results
From To PFromTo, kW QFromTo, kVAr PToFrom, kW QToFrom, |I|, A
kVAr
100 200 250.48 51.45 −249.17 −44.88 14.8
200 300 −546.47 14.88 552.59 15.76 31.96
300 400 −165.04 45.51 165.63 −42.57 9.9
100 500 −1197.09 −111.45 1200 112.91 69.59
200 600 0 0 0 0 0
300 700 −597.95 −91.27 598.69 91.63 34.97
400 800 −1197.22 12.57 1200.1 −11.13 69.29

DC buses Results
Bus U, p.u. Pinj, kW Bus U, p.u. Pinj, kW
1 0.999 −70 12 0.999 −203.6
2 0.997 −120 13 0.999 −109.99
3 0.997 −200 14 0.999 −70.24
4 0.997 −150 15 0.997 −86.9
5 0.997 −160 16 0.998 −93.86
6 0.998 −100 17 0.998 −205
7 0.999 −80 18 0.999 −199.81
8 0.997 –323.87 19 1 811.78
9 0.997 −184.99 20 0.999 721.29
10 0.997 −40.04 21 0.999 139.32
11 0.998 −224.96 22 1 955.91

DC lines Results
From To PFromTo, kW PToFrom, kW |I|, A
1 13 0 0 0
2 14 0 0 0
3 15 −197.73 197.77 11.45
4 16 0 0 0
5 17 0 0 0
6 18 −71.51 71.52 4.13
1 7 −70 70 4.05
2 8 −120 120.01 6.95
3 9 −2.27 2.27 0.13
4 10 −150 150.02 8.69
5 11 −160 160.03 9.26
6 12 −28.49 28.49 1.65

solution for Case I if it is necessary to fulfil the constraint (24). The

Table 5 obtained results verify the advantage of the added AC cable and the
Results of case II. feasibility of the proposed method.
Items Data
5.3. Case II
Fully Serviced Loads Fixed: L1, L2, L3, L4, L5, L6
Variable: L7, L8, L9, L10, L11, L12,L14,
In this case, faults occur on lines bus 27 -bus 28, bus 19 - bus 23 and
L15, L16, L17, L18
Partially Serviced Loads (% from L13(94.95) bus 20 - bus 25, as shown in Fig. 7. When applying any method with
initial) switching constraint (24) to the reconfiguration for Case II, the switches
Un-serviced Loads None connected to the PB and SB for the same vital load cannot be closed at
Switches (open) Z2, Z3, Z12 the same time. This means that if the starboard side switches Z7–Z10
Switches (closed) Z1, Z4, Z5, Z6, Z7, Z8, Z9, Z10, Z11
stayed closed in order to offer energy to L1–L4, the port side switches
DC Load in Initial State, kW 2638
DC Load after optimization, kW 2630 Z1–Z4 would have to be open and the most loads on the port bus side
will not be supplied.
The results obtained by the proposed method are shown in Table 5,
the load flow results are given in Table 6 in the appendix. The DC lines
chooses to decrease slightly the consumption of the non-vital loads L10, Results shows that after the optimization, three DC circuit breakers, Z1,
L14 and L16 (Table 3) because of their least importance, while all the Z4 and Z5, changed their states from open to closed to ensure L13, L16,
other loads are fully supplied. L17 can be serviced. And only the semi-vital load L13 has slightly de-
The DC lines Results shows that after the optimization, two DC creased the consumption to 94.95% from the initial state, this is done to
circuit breakers, Z3 and Z12, changed their states from open to close. It avoid overloading of some DC lines. However, as in Case1, from a
should be specially noted that it is impossible to obtain the considered practical point of view, we can assume that the system load is completely

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Table 6
Load flow results of case II.
AC buses Results

Bus U, p.u. δ, deg. Pinj, kW Qinj, kVAr

100 0.998 2.704 −650.1 −60
200 0.999 0.406 −583.43 −30
300 0.999 −0.632 −742.24 −30
400 0.998 −0.064 −1016.9 −30
500 1 2.766 1036.05 −19.66
600 1 0.416 377.42 95.06
700 1 −0.615 476.31 95.42
800 1 0 1112.19 1.42

AC lines Results
From To PFromTo, kW QFromTo, PToFrom, kW QToFrom, |I|, A
kVAr kVAr
100 200 250.48 51.45 −249.17 −44.88 14.8
200 300 −546.47 14.88 552.59 15.76 31.96
300 400 −165.04 45.51 165.63 −42.57 9.9
100 500 −1033.9 20.73 1036.05 −19.66 59.83
200 600 −377.12 −94.91 377.42 95.06 22.47
300 700 −475.84 −95.19 476.31 95.42 28.05
400 800 −1109.72 −0.18 1112.19 1.42 64.21

DC buses Results
Bus U, p.u. Pinj, kW Bus U, p.u. Pinj, kW
1 0.996 −70 12 0.999 −204.98
2 0.996 −120 13 0.996 −104.45
3 0.996 −200 14 0.996 −71.97
4 0.996 −150 15 0.996 −86.99
5 0.998 −160 16 0.996 −99.98
6 0.998 −100 17 0.998 −205
7 0.997 −79.99 18 0.998 −199.99
8 0.996 −324.98 19 0.998 516.96
9 0.996 −184.99 20 0.999 510.33
10 0.997 −43.93 21 0.999 668.25
11 0.998 –223.73 22 1 941.31

DC lines Results
From To PFromTo, kW PToFrom, kW |I|, A
1 13 190.14 −190.1 11.02
2 14 0 0 0
3 15 0 0 0
4 16 173.39 −173.36 10.05
5 17 −129.32 129.34 7.48
6 18 −100 100.01 5.78
1 7 −260.14 260.21 15.07
2 8 −120 120.01 6.96
3 9 −200 200.04 11.59
4 10 –323.39 323.5 18.74
5 11 −30.68 30.68 1.77
6 12 0 0 0

restored after the optimization. It is obvious that the proposed method reasonable and revealing results are obtained which verifies the feasi-
without (24) constraint can restore more loads for Case II. bility and superiority of the proposed topology and method. Further
work will be aimed at testing the proposed approaches using not only
6. Conclusion static but also dynamic models.

In this paper, the concept of a centralized emergency control algo-

rithm for multi-terminal hybrid AC/DC shipboard power systems with a
complex structure is proposed. The proposed method complements the
well-proven local control approaches, paying particular attention to the
possibility of the system reconfiguration. Great importance is reflected
in improving the reliability of SPS by combining the AC nodes and
increasing the reconfiguration procedure efficiency by disregarding the
radial topological structure constraint in the DC part. The algorithm
carries out a preventive calculation of the control actions using the
optimization procedure. The modified DC-ZEDS model is illustrated as
the test system, the case studies are carried out; finally, some
Acknowledgements
This work was funded by the program for international scientific col-
laboration of China, project 2015DFR70850. This work is carried out
within the framework of the research projects III.17.3.1, III.17.4 of the
program of fundamental research of the Siberian Branch of the Russian
Academy of Sciences, reg No. AAAA-A17-117030310442-8, No. AAAA-
A17-117030310438–1. The results of this manuscript were partly reported
on the Russian-Chinese Workshop “Mathematical Modeling of Renewable
and Isolated Hybrid Power Systems”, lake Baikal, 2–6 August 2017.

Appendix

Tables 1 shows the test system data. Table 2, Table 4 and Table 6 show the load flow results of the system in initial state, case I and case II
respectively.

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