Speed Control for a Marine Diesel Engine Based on the Combined Linear-Nonlinear Active Disturbance Rejection Control

<div>The tracking error <svg height="11.5564pt" id="M184" style="vertical-align:-2.26807pt" version="1.1" viewbox="-0.0498162 -9.28833 21.0951 11.5564" width="21.0951pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M391 364C391 409 353 448 295 448C249 448 198 426 152 393C65 331 23 225 23 139C23 14 96 -12 146 -12C198 -12 280 9 367 101L351 124C300 78 242 48 194 48C129 48 109 107 109 162V191C208 213 391 266 391 364ZM313 350C313 305 268 261 113 223C132 334 187 381 217 398C227 404 244 405 261 405C290 405 313 385 313 350Z"></path></g><g transform="matrix(.013,0,0,-0.013,5.382,0)"><path d="M300 -147C201 -63 143 98 143 270S200 602 300 686L282 710C136 610 70 450 70 271V270C70 89 136 -72 282 -170L300 -147Z"></path></g><g transform="matrix(.013,0,0,-0.013,9.88,0)"><path d="M480 416C480 431 465 448 438 448C388 448 312 383 252 330C217 299 188 273 155 237H153L257 680C262 700 263 712 253 712C240 712 183 684 97 674L92 648L126 647C166 646 172 645 163 606L23 -6L29 -12C51 -5 77 2 107 8C115 62 130 128 142 180C153 193 179 220 204 241C231 170 259 106 288 54C317 0 336 -12 358 -12C381 -12 423 2 477 80L460 100C434 74 408 54 398 54C385 54 374 65 351 107C326 154 282 241 263 299C296 332 351 377 403 377C424 377 436 372 445 368C449 366 456 368 462 375C472 386 480 402 480 416Z"></path></g><g transform="matrix(.013,0,0,-0.013,16.42,0)"><path d="M275 270C275 450 212 609 64 710L45 686C145 604 203 442 203 270S147 -63 45 -147L64 -170C213 -68 275 89 275 270Z"></path></g></svg> in ESOs under different levels of wave load. (a1, a2, a3) Wave amplitude: 100 N<svg height="4.18388pt" id="M185" style="vertical-align:-0.04981995pt" version="1.1" viewbox="-0.0498162 -4.13406 3.07474 4.18388" width="3.07474pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M170 255C170 288 146 313 114 313S58 288 58 255C58 221 82 198 114 198S170 221 170 255Z"></path></g></svg>m. (b1, b2, b3) Wave amplitude: 200 N<svg height="4.18388pt" id="M186" style="vertical-align:-0.04981995pt" version="1.1" viewbox="-0.0498162 -4.13406 3.07474 4.18388" width="3.07474pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M170 255C170 288 146 313 114 313S58 288 58 255C58 221 82 198 114 198S170 221 170 255Z"></path></g></svg>m. (c1, c2, c3) Wave amplitude: 300 N<svg height="4.18388pt" id="M187" style="vertical-align:-0.04981995pt" version="1.1" viewbox="-0.0498162 -4.13406 3.07474 4.18388" width="3.07474pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M170 255C170 288 146 313 114 313S58 288 58 255C58 221 82 198 114 198S170 221 170 255Z"></path></g></svg>m.</div>

Mathematical Problems in Engineering

fig13

Figure 13

Figure 13: Speed Control for a Marine Diesel Engine Based on the Combined Linear-Nonlinear Active Disturbance Rejection Control 