Steam Water Loop
Steam Water Loop
Steam Water Loop
Article
The Application of a New PID Autotuning Method
for the Steam/Water Loop in Large Scale Ships
Shiquan Zhao 1,2,3 , Sheng Liu 1, * , Robain De Keyser 2,3 and Clara-Mihaela Ionescu 2,3,4
1 College of Automation, Harbin Engineering University, Harbin 150001, China; zhaoshiquan@hrbeu.edu.cn
2 Research Group on Dynamical Systems and Control, Department of Electromechanical, Systems and Metal
Engineering, Ghent University, B9052 Ghent, Belgium; Robain.DeKeyser@ugent.be (R.D.K.);
ClaraMihaela.Ionescu@ugent.be (C.-M.I.)
3 Core Lab EEDT—Energy Efficient Drive Trains, Flanders Make, 9052 Ghent, Belgium
4 Department of Automation, Technical University of Cluj-Napoca, Memorandumului Street No.28,
400114 Cluj-Napoca, Romania
* Correspondence: liu.sch@163.com
Received: 24 December 2019; Accepted: 29 January 2020; Published: 6 February 2020
Abstract: In large scale ships, the most used controllers for the steam/water loop are still the
proportional-integral-derivative (PID) controllers. However, the tuning rules for the PID parameters
are based on empirical knowledge and the performance for the loops is not satisfying. In order to
improve the control performance of the steam/water loop, the application of a recently developed
PID autotuning method is studied. Firstly, a ‘forbidden region’ on the Nyquist plane can be obtained
based on user-defined performance requirements such as robustness or gain margin and phase
margin. Secondly, the dynamic of the system can be obtained with a sine test around the operation
point. Finally, the PID controller’s parameters can be obtained by locating the frequency response of
the controlled system at the edge of the ‘forbidden region’. To verify the effectiveness of the new PID
autotuning method, comparisons are presented with other PID autotuning methods, as well as the
model predictive control. The results show the superiority of the new PID autotuning method.
1. Introduction
The steam/water loop in a steam power plant is the process that provides water for the boiler
and recycles the waste steam from the turbine [1]. Due to the harsh operation environment, the system
of steam/water loop in large ships suffers more disturbances than the equipment installed in onshore
power stations. The steam/water loop is a system with multiple variables and strong interactions.
All above become obstacles to obtain satisfying system performance for the steam/water loop in large
scale ships.
The sub-loops in the steam/water loop are listed as follows—the control loop for drum water
level, the control loop for exhaust manifold pressure, the control loop for deaerator pressure, the control
loop for deaerator water level and the control loop for condenser water level. The main difficulties
existing in the system can be summarized as follows:
• when the water turns between steam and liquid, the false water level phenomenon appears for
reason of the shrink and swell in the water, which makes the drum water level control loop a
non-minimum phase system [2].
• the water in the condenser goes to the deaerator, hence, strong interactions exist in the water
control loops of the deaerator and the condenser.
• the steam required in the deaerator is from the exhaust manifold, which leads to strong coupling
in the pressure control loops of the deaerator and exhaust manifold.
• the amount of required steam in the deaerator changes with the feedwater flow rate. Hence,
the water level and the pressure are two strong coupling variables in the deaerator.
For the false water level phenomenon, the most used method in reality is the cascade-three
elements control [3–5], which can be treated as a hybrid structure consisting of feedback control and
feed-forward control. The water level is the feedback signal, while the feed-forward signals are chosen
as steam flow rate and water flow rate. Besides, many advanced control strategies have been studied
on the drum water level control in literature, including the sliding mode control [6–8], model predictive
control [9–13], backstepping control [14,15] and adaptive disturbance rejection control (ADRC) [16,17].
In Reference [8], a robust adaptive sliding mode controller was designed for the boiler-turbine
unit to deal with the unknown bounded uncertainties and external disturbances. The effectiveness
was evaluated comparing with a type-I servo controller. Liu proposed a coordinated control with
two nonlinear model predictive control methods for a steam-boiler generation plant [11]. One of
the models was obtained with input-output feedback linearization technique. The other model was
obtained with neuro-fuzzy networks, which is a nonlinear dynamic model. An economic model
predictive controller was proposed, and the part of the cost function is composed of the economic
index [9]. To guarantee the stability, stable Sontag controller and corresponding region were designed.
A backstepping procedure was implemented to adapt the unknown parameters in a power plant
station, in which the nonlinearity of the system is synthesized. Meanwhile, the control law was
obtained with symbolic computations [15]. Sun applied the ADRC algorithm to a power plant. For
system safety, an automatic tuning tool was designed when the ADRC was applied to the loop [17].
For the coupling issue between the water level control loops in deaerator and condenser, a fuzzy
PID algorithm was proposed for a multi-variable control system, which has been applied in practice in
the Yangzhou thermal power plant [18]. Other work shows in Reference [19], in which the system is
decoupled firstly, and a PID neural network was designed for the system. According to experience,
the initial weighting factors and learning coefficients were selected, and the convergence of the
proposed method was enhanced.
The deaerator is used to remove the oxygen and other gas dissolved in feed water. When there
is a change in the deaerator water level, the pressure changes a lot for the interactions between the
two variables. Liao proposed a self-tuning fuzzy PID controller, in which the overshoot was decreased
from 40% to 12% [20]. Wang applied the decoupling method to the deaeration system [21]. Then,
the neurons for proportional, integral and derivative were obtained with a PID neural network and the
superiority was validated for the PID neural network.
The exhaust manifold has the following functions—recycles waste steam from turbine and
auxiliary machines and supplies steam for the deaerator. Hence, the exhaust manifold pressure has
strong interaction with the deaerator pressure. For the modeling of the exhaust manifold pressure,
a mean-value model was derived with the compressible flow equation, in which the exhaust system
was treated as a fixed-geometry restriction between the exhaust manifold and the outlet of the
tailpipe [22]. A generic model was used for the controller design [23]. In this method, the exhaust
gas flow was estimated with an observer, which comes from the loops with high pressure or low
pressure. Then, an intake burnt gas fraction control was designed to obtain satisfying performance for
a LTC-Diesel engine.
For the loop control of multiple interacting subsystems, a practical tuning method was proposed
with model based predictive control and it is validated that the method is suitable for manually
tuning for predictive control [24]. Linear and nonlinear PID controllers were designed for a twin
rotor MIMO system and based on nonlinear-segmented observers, the parameters for nonlinear PID
controller were obtained. The results showed the superiority of the nonlinear PID [25]. Based on
fractional order method, designing controller with adaptive laws was proposed [26]. To deal with the
interactions between sub-loops in a process, a theoretical framework was proposed, which is useful for
Processes 2020, 8, 196 3 of 20
controller design problems [27]. An optimization method was proposed to make a trade-off between
implementation cost and achievable performance for multiple interacting subsystems [28]. In order to
optimize the choice of the cost function and their effect to the overall system performance, strategy for
selection of the optimal criteria according to context conditions was proposed and a windmill park
experiment was conducted to validate the performance [29].
In most of the methods mentioned above, an accurate model is necessary for the controller
design. However, according to Reference [30], the expenses of time in the procedure of modeling
takes 60%–70% of the total time for a controller design. Moreover, the steam/water loop is a complex
system, and a model for the entire system is difficult to be obtained [31]. In the industrial process
control, the most used strategy is still PID controller. The PID controllers play an important role in
process control [32–35]. Meanwhile, 60% of loops have bad performance and 25% can not meet the
performance requirements in industry [36]. In order to develop much advanced tuning method for
the PID controller, an universal direct tuner was proposed for loop control [37]. In this paper, a PID
autotuner—named the KC autotuning method—is applied to the steam/water loop in large scale ships.
According to the user-defined requirement, a ‘forbidden region’ can be plotted on the Nyquist plane.
Then, the dynamic of the system around the operating point can be obtained with a simple sine test.
By designing a proper PID controller, the system’s frequency response can be tangent to the ‘forbidden
region’, where the requirements can be fulfilled.
The paper is structured as follows—firstly, the steam/water loop in large scale ships is introduced
in Section 2. Then, the detailed theory of the KC autotuner is presented in Section 3. In Section 4, other
PID autotuning methods are listed. The comparison experiments are conducted in Section 5 and the
results are analyzed. The conclusions are shown in Section 6.
0.0000987 0.7254
where G11 = (s+0.1131)(s+0.0085+0.032j)(s+0.0085−0.032j)
, G22 = (s+1.2497)(s+0.0223)
,
Processes 2020, 8, 196 4 of 20
du
−0.007 ≤ 1 ≤ 0.007 0 ≤ u1 ≤ 1
dt
du
−0.01 ≤ 2 ≤ 0.01 0 ≤ u2 ≤ 1
dt
du
−0.01 ≤ 3 ≤ 0.01 0 ≤ u3 ≤ 1 (2)
dt
du
−0.007 ≤ 4 ≤ 0.007 0 ≤ u4 ≤ 1
dt
−0.007 ≤ du5 ≤ 0.007 0 ≤ u ≤ 1
5
dt
Figure 1. Scheme of steam/water loop [38] (reproduced with permission from Zhao, S.; Maxim, A.;
Liu, S.; De Keyser, R.; and Ionescu, C, Processes; published by MDPI, 2018).
Processes 2020, 8, 196 5 of 20
The inputs are normalized in percentage values of the valve opening, and 0 means the valve
is closed completely and 1 means the valve is opened fully. Additionally, the unit for input rates is
measured in opening degree per second.
Figure 2. Graphic illustration of the KC autotuning principle [43] (reproduced with permission
from Zhao, S.; Ionescu, C.M.; De Keyser, R.; and Liu, S. In 3rd IFAC Conference in Advances in
Proportional-Integral-Derivative Control; published by Elsevier, 2018).
(1) Obtain the critical frequency ω̄ of the system (ω̄ is usually critical frequency, but might
be different);
(2) Conduct sine tests around the operating points on the steam/water loop;
Processes 2020, 8, 196 6 of 20
(3) According to the loop margin requirements, calculate a ‘forbidden region’ on the Nyquist plane;
(4) Calculate parameters for the PID controller for the points on the region edge (for α from 0◦
to 90◦ );
(5) Search for the point, where the slope of the loop L( jω ) is the same with the slope of the
‘forbidden region’;
(6) The parameters for the PID controller are obtained from step 5).
D ⇒ (−1/GM + C )2 = R2
, (4)
E ⇒ (− cos PM + C )2 + (− sin PM)2 = R2
where the Re and Im are the real part and image part of the points on the circle 2; GM and PM are
user defined phase margin and gain margin of the system.
Then the center C and the radius R of the ‘forbidden region’ are as follows:
GM2 − 1 1
C= ; R = C− . (5)
2GM ( GM cos PM − 1) GM
dIm − Re + C cos α
= = . (6)
dRe α Im sin α
dP( jω )C ( jω ) dC ( jω ) dP( jω )
= P( jω ) + C ( jω )
dω dω dω
dRe PC dIm PC
= +j , (7)
dω dω
dIm PC
⇒
dRe PC ω̄
1
C ( jω ) = K p (1 + + Td jω )
Ti jω
, (10)
Td Ti ω 2 − 1
= K p + jK p
Ti ω
where K p , Ti Td are the proportional gain, integration time constant and differential time
constant, respectively.
The modulus and phase for the PID controller can be obtained according to Equation (10).
s
2
Td Ti ω 2 − 1
MC ( jω ) = K p 1+ (11)
Ti ω
Td Ti ω 2 − 1
ϕC ( jω ) = atan . (12)
Ti ω
According to the ‘forbidden region’, the modulus and phase are as follows:
q
M A ( jω ) = R2 sin2 α + (C − R cos α)2
p (13)
= C2 + R2 − 2CR cos α
MA
Kp = √ . (18)
MP ( jω̄ ) 1 + F2
dC ( jω )
The items of C ( jω̄ ) and dω are obtained as follows:
ω̄
T T ω̄ 2 − 1
MA
C ( jω̄ ) = K p 1 + j d i = √ (1 + jF ) (19)
Ti ω̄ MP ( jω̄ ) 1 + F2
dC ( jω ) 1
= Kp − + jTd
dω ω =ω̄ jTi ω̄ 2
. (20)
Td Ti ω̄ 2 + 1
MA
= jK p =j
Ti ω̄ MP ( jω̄ )ω̄
Processes 2020, 8, 196 8 of 20
where Au is the amplitude of the sinusoidal signal and uop denotes the input operation point.
Then there will be another sinusoidal signal in the output of the system, which can be described as:
where Ay , ϕy indicate the amplitude and phase of the output signal, and yop is the output
operation point.
Ay
with M = Au , and ϕ(ω̄ ) = ϕy .
If F (s) = L{ f (t)}
Z ∞
dF (s)
then = F 0 (s) = e−st f (t)dt/ds . (24)
d(s) 0
Z ∞
= −te−st f (t)dt = L{−t f (t)}
0
We can conclude that, when there is an input t × u(t) applied to the process P(s), the Laplace
transform of the output X (s) gives:
dP(s)
U (s) = Ȳ (s). (27)
ds
Furthermore, the following equation can be obtained:
dY (s) −1 dY ( s ) −1 d [ P ( s )U ( s )]
= L{−ty(t)} ⇒ −ty(t) = L { }=L
ds ds ds
−1 dP ( s ) dU (s) , (28)
=L U (s) + P(s)
ds ds
= L−1 Ȳ (s) + X (s)
Au ω̄
U (s) = (30)
s2 + ω̄ 2
and its derivative gives:
dU (s) 2Au ω̄s
=− 2 . (31)
ds (s + ω̄ 2 )2
Hence, the output of the process derivative can be calculated as:
According to Equation (29), the experimental scheme to apply the sine signal to the system can be
obtained as shown in Figure 3.
Figure 3. The scheme of sine test to obtain the knowledge of the process around the operating point [39]
(reproduced with permission from De Keyser, R., Muresan, C. I. and Ionescu, C. M. A novel auto-tuning
method for fractional order PI/PD controllers. ISA transactions, published by Elsevier, 2016).
dP(s)
The modulus and phase of the process ds can be obtained by measuring the output ȳ(t):
dP( jω )
= M̄(ω̄ )e j ϕ̄(ω̄ ) , (33)
d( jω ) ω =ω̄
Aȳ jϕȳ
with M̄e j ϕ̄ = Au e . Aȳ and ϕȳ are the amplitude and phase of the signal ȳ(t), respectively.
dC ( jω ) dP( jω )
Now, the four parts P( jω ), dω , C ( jω ) and dω are all obtained for Equation (7).
For 0 ≤ α ≤ αmax , find the α which minimizes ||0 slope of L( jω )0 −0
slope of forbidden region0 ||, that is,
MA
Kp = √ (35)
MP ( jω̄ ) 1 + F2
√
F+ 1 + F2
Td = (36)
2ω̄
Ti = 4Td . (37)
(1) Apply sine test around the operating points on one of the sub-loops, while keeping other
sub-loops to work at their own operating points. And the controller parameters can be calculated
for the selected loop, with the magnitude and phase obtained from the sine test;
(2) Keep the previous sub-loop working at its operating point with the obtained PID control,
and conduct a new sine test on one the other sub-loops. The magnitude and phase can be
obtained for the new sub-loop and the controller can be calculated;
(3) Repeat step 2 for each sub-loop until the output magnitude and phase do not change significantly
between consecutive tests.
(4) The parameters for the PID controller can be obtained for all the sub-loops after step 3
is completed.
4d
Kc = . (38)
π Ac
1 + sin PM
PM method : K p = Kc cos PM; Ti = Tc ; Td = 0.25Ti . (40)
π cos PM
The PID parameters based on the KR method are obtained with a relay plus delay test and the
−37 T , with the PM and T the desired
scheme is shown in Figure 6. The delay time is set as τd = PM360 c c
phase margin and critical period.
where Kc∗ = 4d
π A∗c ; A∗c and Tc∗ are the amplitude and period of the result in the relay plus delay test.
Processes 2020, 8, 196 12 of 20
Table 2. PID parameters with different autotuners for the single input single output (SISO) system.
PID kp Ti Td
AH 85.42 6.81 1.70
PM 100.66 10.46 2.62
KR 52.86 12.67 3.17
KC 257.76 8.49 2.12
The results are shown in Figure 7. It is obvious that the KC method has the best performance
compared with other PID autotuning methods, not only in reference tracking, but also in disturbance
rejection. In the KC method, the performance requirements, such as robustness or phase margin and
gain margin, are obtained by locating the frequency response of the process to be tangential to the
boundary of the ‘forbidden region’. Hence, the PID parameters obtained with the KC method are less
conservative compared with other PID autotuning methods, which leads to a fast dynamic response in
the KC method. GM = 2 and PM = 45◦ are introduced for the PID controller design.
The parameters obtained with different PID autotuners are shown in Table 4. Loop 1 to loop 5 are
the control loops for drum water, exhaust manifold pressure, deaerator pressure, deaerator water level
and condenser water level, respectively.
The simulation results are shown in Figure 8. The performance is evaluated with the following
definitions, including the Integrated Absolute Relative Error (I ARE), Integral Secondary control output
(ISU), Ratio of Integrated Absolute Relative Error (RI ARE), Ratio of Integral Secondary control output
(RISU) and combined index (J). The results for the performance indexes are listed in Tables 5 and 6.
T
I AREi = ∑ |ri (k) − yi (k)| /ri (k) (i = 1, 2, · · · , 5) (43)
k =0
T
ISUi = ∑ (ui (k) − ussi (k))2 (i = 1, 2, · · · , 5) (44)
k =0
I AREi (C2 )
RI AREi (C2 , C1 ) = (i = 1, 2, · · · , 5) (45)
I AREi (C1 )
ISUi (C2 )
RISUi (C2 , C1 ) = (i = 1, 2, · · · , 5) (46)
ISUi (C1 )
where ussi is the steady state value of ith input; C1 ,C2 are the two compared controllers; the weighting
factors w1 and w2 in Equation (47) are chosen as w1 = w2 = 0.5.
Table 6. Performance indexes for RI ARE, RISU and J (the controllers are compared in order of C2 vs.
C1 , according to Equations (45) and (46)).
As shown in Figure 8 and Table 6, the KC autotuner has the best performance compared to
other PID autotuners. In Table 6, the KC method has a worse performance only in loop 3, which is
because of the strong interaction between deaerator water level indicated by loop 3 and deaerator
pressure indicated by loop 4. In order to obtain good performance for loop 4, the valve opening for the
deaerator water level changes a lot, which also has a noticeable negative effect on loop 3. In order to
test the performance of the KC autotuner with a model based controller, a comparison between the KC
autotuning based PID controller and Model Predictive Controller (MPC) is conducted. The results are
shown in Figure 9. The detailed parameters for the MPC can be found in Reference [31].
According to the results shown in Figure 9, both methods provide satisfying results for the
steam/water loop, and obviously the MPC controller provides better results than the PID controller
based on the KC autotuning method. However, a good model for the system is essential for the MPC,
which is not necessary in the PID controller with the KC autotuning method.
Processes 2020, 8, 196 18 of 20
6. Conclusions
In the steam/water loop of large scale ships, the PID controller is still the most applied control
strategy. However, the tuning results for the PID controllers are not satisfying. In this paper,
the parameters for a PID controller are tuned with a recently developed method named KC autotuner,
which is free to the system model. According to the user-defined system performance, a ‘forbidden
region’ is obtained on the Nyquist plane. Through sine tests performed on the steam/water loop,
the dynamics around the operating points are obtained. By designing a proper PID controller, the loop
frequency response of the controlled system can be tangent to the ‘forbidden region’, which guarantees
the system performance requirements. The comparison results show the superiority of the KC method.
Author Contributions: Methodology, R.D.K., C.-M.I. and S.Z.; software, S.Z. and S.L.; formal analysis, S.Z.;
writing—original draft preparation, S.Z.; writing—review and editing, S.Z., R.D.K., S.L., and C.-M.I.; supervision,
C.-M.I., S.L. and R.D.K.; funding acquisition, S.Z., S.L. and C.-M.I. All authors have read and agreed to the
published version of the manuscript.
Funding: Part of this project is funded by a special research fund of Ghent University, MIMOPREC STG020-18
(Ionescu), National Natural Science Foundation of China subsidization project (51579047), the Doctoral Scientific
Research Foundation of Heilongjiang (No. LBH-Q14040), the Fundamental Research Funds for the Central
Universities under grant 3072019CF0408, 3072019CFT0403.
Acknowledgments: Shiquan Zhao acknowledges the financial support from Chinese Scholarship Council (CSC)
under grant 201706680021 and the Co-funding for Chinese PhD candidates from Ghent University under
grant 01SC1918.
Conflicts of Interest: The authors declare no conflict of interest.
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