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Speed Control System on Marine Diesel Engine Based on a Self-Tuning Fuzzy

PID Controller

Article in Research Journal of Applied Sciences, Engineering and Technology · March 2012

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Research Journal of Applied Sciences, Engineering and Technology 4(6): 686-690, 2012
ISSN: 2040-7467
© Maxwell Scientific Organization, 2012
Submitted: December 20, 2011 Accepted: January 12, 2012 Published: March 15, 2012

Speed Control System on Marine Diesel Engine Based on a Self-Tuning

Fuzzy PID Controller

Naeim Farouk, Liu Sheng and Leghmizi Said

College of Automation, Harbin Engineering University, Harbin, Heilongjiang 150001, China

Abstract: The degree of speed control of ship machinery effects on the economics and optimization of the
machinery configuration and operation. All marine vessel ranging need some sort of speed control system
to control and govern the speed of the marine diesel engines. This study presents a self-tuning fuzzy PID
control system for speed control system of marine diesel engine. The system under consideration is a
fourth-order plant with highly dynamic and uncertain environments. The current speed controllers for
marine/traction diesel engines based on PID Controller cannot fully handle the uncertainties associated with
such dynamic environments. A fuzzy logic control algorithm is used to estimate the PID coefficients in
order to handle such uncertainties to produce a better control performance. Simulation tests were
established using Simulink of MATLAB. The obtained results have demonstrated the feasibility and
effectiveness of the proposed approach. Simulation results are represented in this study.

Key words: Marine diesel engine, self-tuning fuzzy PID controller, simulink

INTRODUCTION Otherwise, AI researchers have shown that Fuzzy Logic

Diesel engines have been widely used as power
sources in practice. Diesel engine driven systems
include automobiles, ships, and backup power
generating units (Jiang, 1993). Marine propulsion and
traction engines are large diesel engines which require
accurate and robust speed control. The control of this
large diesel engine is accomplished through several
components: the camshaft, the fuel injector, and the
governor. The camshaft provides the timing needed to
properly inject the fuel, the fuel injector provides the
component that meters and injects the fuel, and the
governor regulates the amount of fuel that the injector
is to inject. Together, these three major components
ensure that the engine run at the desired speed (Zheng-
Ming and Lee, 2003; Astrom and Hagglund, 2003).
As is well known, diesel engines are highly
nonlinear devices, and their characteristics vary as a
function of power output, speed, ambient temperature,
etc. Such nonlinear behavior makes the design of
engine control systems a very difficult task.
Traditionally various forms of the PID controller have
been used for speed control in diesel engines due to
their simplicity. A great deal of research has also gone
into providing more robust and optimal PID controllers
through various tuning techniques including Zeigler
Nichols, Cohen-Coon and the Chien, Hrones and
Reswick (CHR) methods (Astrom and
Hagglund, 1995), although in practice these techniques
usually only provide a starting point for further manual
tuning by experienced engineers (Lynch et al., 2005).
and Fuzzy PID controllers can provide improved
control and robustness over traditional PID (Astrom and
Hagglund, 1995; Golob and Tovornik, 1999). As a
result FLCs have found use in the speed control of
various marine/traction engines (Amer et al., 2004;
Bose et al., 1997).
The fuzzy control systems are rule based systems
which are based on expert knowledge. The fuzzy theory
based on fuzzy sets and fuzzy algorithms provides a
general method of expressing linguistic rules so that
they may be processed quickly by a computer. This
study presents a development of speed and power
control of marine diesel engine by using a self-tuning
fuzzy PID controller to overcome the appearance of
nonlinearities and uncertainties in the systems. The self-
tuning fuzzy PID controller is the combination of a
classical PID and fuzzy controller. The mathematical
model of the diesel engine is also done by using System
Identification technique.
METHODOLOGY
Mathematical model of marine diesel engine system:
The actuator of marine diesel engine is a direct current
servomotor which is used for the control of diesel
engine governor, and it is a typical second order
system .The transfer function is described as (Xu and
He, 2008):
H   2 nd
S S  2  S2  
2
(1)
H nd
g nd nd

686
Corresponding Author: Naeim Farouk, College of Automation, Harbin Engineering University, Harbin, Heilongjiang 150001, China

687
 Res. J. Appl. Sci. Eng. Technol., 4(6): 686-690,
2012
Hg(S) is the link of given opening extent of fuel oil
KD of the PID controller, because each component has
throttle. H(S) is link of actual opening extent of fuel oil
it’s own special purposes.
throttle.
The design algorithm of PID controller in this
paper is to adjust the KP, KI and KD parameters online
C Tnd is the natural oscillation frequency of actuator.
trough fuzzy inference based on the error e(t) between
C >nd is the damping coefficient of actuator. And its
value is between 0.4 and 0.8. desired position set point and the output, and the
derivation of error de(t) to make the controlled object
The differential equation of marine diesel engine attain the good dynamic and static performances.
without turbocharger is:
Self-tuning fuzzy PID controller design: Figure 1
shows the basic configuration of a Fuzzy Logic
Controller,
dy(t) which comprises four principal components: a
T 
 y  t   t     (2)
dt fuzzification interface, a Knowledge base, decision
t making logic, and a defuzzification interface (Chuen,
where, y(t) is the rotation speed of marine diesel 1990).
engine, 0(t) is the link of opening extent of fuel oil The self-tuning of the PID controller refers to
throttle, 8(t) is disturbance, Ta is the time constant of finding the fuzzy relationship between the three
marine diesel engine and J is the link of time delay of parameters of PID, KP, KI and KD and "e" and "de", and
fuel throttle opening. And the corresponding Laplace’s according to the principle of fuzzy control modifying
equation is described as (Xu and He, 2008): the three parameters in order to meet different
requirements for control parameters when "e" and "de"
are different and making
Y S  1 the control object produce a good dynamic and static
eS H  S    S T S  1 (3)
performance. The structure of the self-tuning fuzzy PID
controller is shown in Fig. 2.
where, Y(S) is the Laplace transform of y(t), H(S) is the
Laplace transform of 0(t) and 8(S) is the Laplace Fuzzifier and rule-base formation: The fuzzifier
transform of 8(S). transforms the measured crisp input X to the fuzzy sets
For the same reason, the transfer function of marine defines in Vx, where Vx is characterized by a
diesel engine with turbocharger is described as: membership function :f : Vx 6 [0,1], and is labeled by a
linguistic term such as “Negative Big (NB),” “Negative
Medium (NM),”
YT  S 
2
n (4) “Negative SmallMedium
(PS),” “Positive (NS),” (PM)”,
“Zero and
(Z),”“Positive
“Positive
BigSmall
(PB).”
 S
    2 2
e H S   S  2nn S  n
S Usually, the fuzzifier may transform the measured value
where, jn is the non-damping natural frequency of into a fuzzy value (i.e., a fuzzy number) as an input
marine diesel engine, >n is the damping factor of fact. Assume that all the control rules have the
marine diesel engine. same form,
Therefore, the transfer function of a whole marine each of which is given by:
diesel engine system without disturbance is obtained.
Equation (5) is the transfer function of marine diesel IF situation THEN action (7)
engine with a turbocharger:
Stating a local relationship between the current
Y S 2 2 control situation and the corresponding control action
suggested by the expert.e(t) and de(t) are selected as
input
 nd n  S (5) variables of the fuzzy inference and defined as two
H S 2  2 . S   2 S 2  2  S .e
2
g nd nd nd n n
variables representing the situation. K’P, K’I and K’D,
n

Design and structure of the self-tuning fuzzy PID
controller:
Proportional integral derivative (PID) controller:
The basic structure of the PID controller is described in
the flowing equation.
respectively are selected as output of the fuzzy system
and defined as a variable representing the action. Notice
that variables for e(t), de(t), K’P, K’I and K’D,
respectively assume linguistic terms as their values such
as positive- big, negative-small, and zero, etc. Thus,
rule (7) may be formally expressed for our fuzzy system
by:
 Res. J. Appl. Sci. Eng. Technol., 4(6): 686-690,
G(s) = KP + KI 1/s 2012
+ KDs (6) Rule i: If e(t)is Ai and de(t)is Bi then

where, KP is the proportional gain, KI the integral gain,

KD the derivative gain.
The performance specifications of the systems such
as rise time, overshoot, settling time and error steady
state can be improved by tuning value of parameters KP,
KI and
K’P = Ci and K’I = Di and K’D = Fi (8)
where, Ai, Bi, Ci, Di and Fi, respectively are linguistic
terms which in this study can be NL, NM, NS, Z, PS,
PL and PB, respectively.
 Table 1: Rule base of the fuzzy logic controller (kp, ki and kd)
e\ec NB NM NS Z PS PM PB
NB PB PB PM PM PS Z Z
NB NB NM NM NS Z Z
PS NS NB NB NB NM PS
NM PB PB PM PS PS Z NS
NB PB NM NS NS Z Z
PS NS NB NM NM NS Z
NS PM PM PM PS Z NS NS
NB NM NS NS Z PS PS
Z NS NM NM NS NS Z
Z PM PM PS Z NS NM NM
NM NM NS Z PS PM PM
Z NS NS NS NS NS Z
PS PS PS Z NS NS NM NM
NM NS Z PS PS PM PB
Z Z Z Z Z Z Z
Fig. 1: Basic configuration of Fuzzy Logic Controller (FLC)
PM PS Z NS NM NM NM NB
Z Z PS PS PM PB PB
PB PS PS PS PS PS PB
PB Z Z NM NM NM NB NB
Z Z PS PM PM PB PB
PB PM PM PM PS PS PB

synthesize the fuzzy IF-THEN rules in the rule base

Fig. 2: Self-tuning fuzzy PID controller
The rules designed are based on the characteristic of the
marine diesel engine and properties of the PID
controller. Therefore, based on these principles, a set of
rules have been derived and are summarized in Table 1.
For simplicity, the same universe of discourse and
the same fuzzy set are adopted for fuzzy input/output
into a mapping from the family of fuzzy subsets in V ´
V to the family of fuzzy subsets in W. Mamdani model
is applied as structure of fuzzy inference with some
modification to obtain the best value for K P, KI and KD,
respectively. Fuzzy inference block of the controller
design is shown in Fig. 3.
In the approximate reasoning, the max-min
compositional operators are often adopted. The
defuzzifier performs a mapping from fuzzy subsets in
W to a crisp point y W. Here, the center average
method is used as the defuzzifier, which is defined as:
N
 Ti
I

 rs Ti  
I

variables. The membership functions of isosceles I 1 (9)

triangles
convert
Ti 
  rs T 
i
are usedaascrisp value into a fuzzy
the fuzzification singleton
function whichwithin
is usedthe
to N
 I
I 1
universe of discourse.

Fuzzy inference engine and defuzzifier: In a fuzzy where, Tli is the center of the fuzzy subset and :rs is the
inference engine, fuzzy logic principles are used to membership function of the output variable.

Fig. 3: Fuzzy inference block

Fig. 4: Simulink model of marine diesel engine

Fig. 5: Simulink block of fuzzy tuning of Kp, Ki, Kd

Fig. 6: Simulink block of the system and controller

SIMULATION RESULTS AND DISCUSSION So the closed loop controller for speed control of diesel
engine, after ignoring eG0.24s, is as shown in Fig. 4.
The Simulink of MATLAB software is used to
In this simulation, we investigate the performance
the whole system simulation. The parameters of marine
of the proposed Self-Tuning Fuzzy PID Controller and
diesel engine model are Tnd = 35.4, >nd 0.707, jn =
compare it with the conventional PID controller. The
1.324, >n = fuzzy tuning of KP, KI and KD, respectively subsystem
1.75 and J = 0.24s so the model of our diesel engine block as shown in Fig. 5, consists of Fuzzy logic block
become as in Eq. (10):
set and some modification refers to the formula
which is
Y S  1250 1 applied to calibrate the value of K’P, K’I and K’D,
H g S 2  50S  1250. 0.57S 2  2.64S  1.e
0.24 S
(10)
respectively from fuzzy block to obtain the value of KP,
 Res. J. Appl. Sci. Eng. Technol., 4(6): 686-690,
2012
CONCLUSION
Fuzzy PID
550 PID
500 This study has considered the problem of speed
450 control of the marine diesel engine. Modeling was done
Speed (rov/min)

400 on the marine diesel engine and was proposed

350
300
successfully. Then, a self-tuning fuzzy PID controller
250 has been proposed, and by comparing it with the
200 conventional PID controller, it has been shown in the
150
100
paper that uniformly stable operation is achieved.
50 In the study, simulation results in applying the
0
0 2 4 6 8 10 12 14 16 18 20
proposed self-tuning fuzzy PID controller to speed
Time (s) control of marine diesel engine have been presented
which demonstrates the effectiveness of the combined
controller.
Fig. 7: Output signal with step input Future work is directed to the application of genetic
algorithm for PID coefficients tuning and compare it
Fuzzy PID
with
the fuzzy tuning.
492 PID

490
REFERENCES
488
Speed (rov/min)

486 Amer, A., S. Eweda and M. Eweda, 2004. Speed

484
482
480
478
14 14.5 15 15.5 16 16.5 17
Time (s)
Fig. 8: The disturbance rejection of the fuzzy PID controller
KI and KD, respectively. While, the complete Simulink
block for whole system including the control design and
the plant is shown in Fig. 6.
The results of the simulation investigating speed
performance of the diesel engine system are shown in
Fig. 7, for the self-Tuning Fuzzy PID Controller and the
conventional PID controller. These step responses
performances show that the response is still slow with
insignificant overshoots when the conventional PID
controller is applied on the system. In the other hand,
when the self-tuning fuzzy PID controller is applied
into the system, the response become significantly
faster without overshoot.
In order to see the disturbance rejection aptitude
of the proposed controller, small disturbances were
chosen, causing a speed perturbation. The injected
disturbance was a pulse of 10 rev/min amplitude and 1s
duration.The comparisons of the disturbances rejection
between the proposed approach and the conventional
PID approach are plotted in Fig. 8. They show that
there is not significant difference between both
methods. However, comparing the step responses,
which are shown in Fig. 7, the performance of the
proposed approach is better than that of the
conventional approach in terms of rise time and settling
time. In summary, the simulation results show that the
proposed controller is stable and it results in a
satisfactory speed regulation performance.
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2012 690

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