new generation of engineering control systems - L

NEW GENERATION OF ENGINEERING CONTROL SYSTEMS ON
COMBATANT SURFACE SHIPS FOR THE REPUBLIC OF KOREA
Yong.Ki. Choi, General Manager, Hyundai Heavy Industries Co., Ltd, South Korea,
Commander Seung-Hyuk Kang, ROKN Chief Engineer Officer for Se-Jong-Dae-Wang Aegis Class Aegis Destroyers
&
Dr. Reza Shafiepour, Regional Director, L-3 Communications MAPPS Inc., Canada,
ABSTRACT
The new generation of Combatant Surface Ships for the Republic of Korea Navy
(ROKN) will include a larger number of vessels with a shipbuilding and delivery
schedule that will most likely extend into the 2020s. This necessitated comprehensive
assessment by Special and Naval Shipbuilding Division of Hyundai Heavy Industries Co.
Ltd (the ship design authority) and the Defense Acquisition Program Administration
(DAPA) for consideration of a highly enhanced Control System that will impose lowest
risks to systems integrations, future operations and life cycle support. A proven, cost
effective, reliable and advanced Integrated Platform Management System has been
selected to meet the above challenges. This paper is intended to present the scope and
functionality of the Engineering Control System (ECS) on the most recent mission
critical ROKN Combatant Surface Ships. This paper will provide an overview of the
Control System Architecture, and the overall platform requirements for Propulsion plant
and Electrical System Configuration and Control System, Enhanced Battle Damage
Control system (BDCS) functions, Condition Based Maintenance Management System
(CBM) and On-Board Training System (OBTS) capability. This will also include the
requirements for Military Standards and Certifications as applicable to the main ECS
hardware. The latest ROKN FFx Frigates require special consideration for a detailed
Integrated Logistics and Life Cycle Support including Availability, Maintainability and
Reliability assessment. This paper also addresses the above requirements.
KEY WORDS
Engineering Control System (ECS), Control System Architecture, Condition Based Maintenance Management System
(CBM), Propulsion Plant and Electrical System Configuration and Control System, Enhanced Battle Damage Control System
(BDCS), On-Board Training System (OBTS), Integrated Logistics and Life Cycle Support.
1. INTRODUCTION
Since the mid 90’s, in collaboration with the Korean
shipyards such as Hyundai Heavy Industries &
Construction (HHI), and effective contributions by L-3
MAPPS as a lead Naval Control System supplier, the
Republic Of Korea Navy’s (ROKN’s) vessels have
undergone unprecedented technological advancement in
the field of Naval Control Systems. The remote control
and monitoring capabilities for the electrical and
propulsion control systems, damage control and
auxiliary/ancillary control systems have continually
increased and conventional Naval Ship designs that
promoted
limited
automation
have
undergone
transformation.
The introduction of a fully digital
Machinery Control And Monitoring (MCAM) system on
the ROKN Minelayer and Minesweepers in the late 90’s
was followed by the deployment of a more advanced
Integrated Machinery Control System (IMCS) equipped
with modern Battle Damage Control System (BDCS) on
KDX-II Destroyers, LPX Landing Platform and KDX-III
Aegis Class Destroyers. The result has been continued
improvements in the level of remote monitoring and
control capability, ease of operations, increased reliability
and survivability, leading to the specification of highly
advanced Engineering Control Systems (ECS); all in all, a
new breed of Integrate Platform Management System
(IPMS) for the ROKN’s new generation of Naval Ships.
In this paper, key ECS capabilities selected and under
review by the Defense Acquisition Program
Administration (DAPA)/ROKN and Korean shipyards for
the new generation Korean Naval vessels are presented.
2. PROPULSION & ELECTRICAL
SYSTEMS CONFIGURATIONS
Amongst other factors, the propulsion system
configuration is determined based on the ship class, its
mission and ship’s hull design. Since the mid 90’s as a
result of continued collaboration between the Korean
Ministry of Defense, ROKN, local suppliers and Korean
shipyards, and on course to become self sufficient in the
design, construction and delivery of different Classes of
Naval Ships, various propulsion system configurations
have been considered and installed on the ROKN’s new
build vessels. These include Diesel Engines, Gas Turbines
and Controllable Pitch Propeller (CPP) (or Water Jet
Propulsion System configuration), equipped with
Reduction Gear (RG) where applicable.
The Korean Minelayer Propulsion Plant is a CODAD
(Combined Diesel and Diesel). That is, each propeller
shaft can be driven either by one Diesel Engine (DE) or by
two diesel engines. The Korean Minesweepers Propulsion
Plant, as per Figure 1, consists of twin shaft lines and each
shaft line consists of the following:
-
Engines (MEs). The propulsion plant of the ship is
comprised of the following:
-
-
Four non-reversible, supercharged PIELSTICK
diesel engines,
Two marine reduction gearboxes equipped with
turning drive, multi-disc clutch and Power Take
Off (PTO) connection for the controllable pitch
propeller oil pumps,
Two hollow bored propulsion shafts with CPP,
Two shaft locking devices mounted on the
reduction gear.
A gearbox and shaft
One main propulsion diesel engine
One Voith Schneider propeller
One Auxiliary Propulsion Hydraulic Motor
In addition to the shaft lines, there are also bow thrusters.
Figure 2 Landing ship ECS Prop System Overview
The ROKN’s FFX Frigates Propulsion Plant is also
CODOG.
Figure 1 Minesweepers ECS Prop System Overview
The KDX II Destroyers Propulsion Plant is a CODOG
(Combined-Diesel-Or-Gas Turbine) twin shaft installation.
That is, the propeller can be driven by either diesel engine
or the gas turbine, but not both. The normal modes are
either each GT driving each shaft or each Diesel engine
driving each shaft.
The Propulsion Plant for the KDX-III Aegis Class
Destroyers is a COGAG (Combined Gas And Gas) and
consists of the following equipment:
-
Four Propulsion Gas Turbines
Two Reduction Gears with turning gear, locking
devices, synchronizing clutches, GTM brake
Two hollow bored propulsion shafts with CPP.
The Propulsion Plant for the ROKN’s Landing Platform
vessel LPX is powered by a CODAD (Combined Diesel
And Diesel) configuration as per Figure 2. Each propeller
shaft can be driven by either one or both Main Diesel
A unique feature of the Korean Navy vessels that are
equipped with GTs as part of their Propulsion Plant, is the
provision of a digital Gas Turbine Engine Controller and
Local Operator Panel (LOP) as part of the ECS scope of
supply; utilizing the same hardware and software platforms
as used for the rest of the Machinery Control System. This
ensures provision of the same control system software in
the On-Board Training Simulator (OBTS) as per the RealTime control system. In addition, it ensures improved Life
Cycle Costs (spares, maintenance, and training) and
reduced integration risks.
Condition Assessment System including Vibration
Monitoring System has been deployed on a number of the
latest ROKN vessels for preventive maintenance and RealTime Propulsion Plant health monitoring. These have
been provided as an integral part of the ECS. On the more
recent vessels, the above has been further complimented
with an integrated Interactive Electronic Technical Manual
(IETM). The IETM includes voice and appropriate videos
to further enhance equipment health monitoring and to
ease onboard maintenance of mission critical ECS
equipment related to the Propulsion Plant.
Similarly, for the Electrical Generation and Distribution
subsystem various configurations have been adopted by
the Korean shipyards.
Commonly, the Electrical
Generation consists of three (3) or four (4) Diesel
Generators (DGs) or Gas Turbine Generators (GTGs) and
facilities for Ship-to-Shore interconnections. The ECS
integrated Power Management System (PMS) provides
comprehensive range of capabilities.
The Korean Minesweepers include three (3) DGs, two (2)
Main Switch Boards and one (1) Ship-to-Shore
interconnection. The electrical busbar arrangement can
facilitate generator operations in both parallel and split
modes.
The KDX-II Destroyers electrical plant arrangement is
four (4) DGs and four (4) shore power interconnections as
shown in Figure 3.
A major feature of the Electrical Control System has been
the inclusion of a cost effective Power Management
System (PMS). To reduce the Life Cycle Cost, systems
integration risks and to increase hardware commonality
and redundancy, on the KDX-II, KDX-III and LPX
programs the ECS scope of supply included an integrated
PMS embedded in the ECS distributed process control
stations. This removed the need for the inclusion of a
separate PMS in the Main Switch Board and ensured
removal of embedded networks generally associated with
stand alone PMS.
The main features of the PMS are as listed in the below:
-
Generator monitoring and protection,
Generator synchronization to busbar,
Automatic Generator Scheduling,
Automatic Load Sharing/Shedding,
Synchronization of shore and bus-tie breakers,
Interface with Main Switchboard,
Load-dependent generator start/stop,
Generator start after blackout,
Same software and hardware as per other ECS,
Dynamic simulation of PMS for tests/OBTS.
The Electrical System Plant for the latest Korean FFX
Frigate program is similar to the KDX-II Destroyers.
However, based on shipyard designs and similar to the
KDX-I, the Minesweepers and Minelayer, the ECS
interfaces with a 3rd party PMS.
Figure 4 KDX-II Destroyer Electrical System Overview
Similar to the arrangement for the Propulsion Engines, the
ECS Condition Assessment and Vibration Monitoring
System performs related equipment health monitoring and
analysis for the Generators.
3. GAS TURBINE CONTROLLER
The most recent ROKN’s mission critical vessels such as
KDX-II and KDX-III Destroyers and the FFX Frigates are
equipped with GE LM2500 Gas Turbines.
For all the above, the proven advanced G/T controller and
Local Operator Panels (LOP) by L-3 MAPPS have been
selected. The above is certified by GE and is fully
militarized for deployment on the Naval ships.
Figure 3 KDx-III Destroyers Elect System Overview
For the LPX Landing Platform ship that includes four (4)
DGs, a ring main busbar arrangement was considered.
Similar arrangement, as in Figure 4 was considered for the
KDX-III Aegis Class Destroyers which include 3 GTGs.
For KDX-III Destroyers, each GTG is equipped with its
dedicated Main Switch Board.
The G/T Controller functions are satisfied through an
Electronic Control Module (ECM) (or shaft line control
unit (SCU)) and an LOP per each G/T.
The G/T ECM uses the same Data Acquisition Unit
hardware (VME based Remote Terminal Unit (VRTU)) as
commonly used for the rest of the ECS; and the G/T LOP
is the same as the Repair Stations and Sub-Damage LOPs
that are distributed throughout the ship.
The above design ensures maximizing the commonality of
hardware and software across the ECS platform. Different
G/T Controller configurations have been considered.
Figure 5 shows various G/T Controller arrangements that
can be supported, catering for a wider range of end-user
specifications.
Data Communication Network, and can act as a
multifunction console.
For the Korean Navy’s KDX-II and KDX-III Destroyers,
each G/T LOP provides access to other ECS mission
critical functions, enabling monitoring as well as
controlling other required ECS subsystems from the G/T
LOP position. This increases the overall ECS survivability
as a result of higher redundancy. Furthermore, the
advanced LOP and the ECM can be configured such that
to allow each ECM and LOP to control and monitor both
G/Ts, further increasing the redundancy and survivability.
Figure 6 illustrates the higher redundancy configuration for
G/T Controller resulting in higher level of Survivability
under damaged conditions or incidents.
For the FFX Frigate Program each G/T controller will be
responsible for control and monitoring of its assigned G/T,
but each Remote Operating Panel (ROP) placed in DE
Room and GT Room will be responsible for ECS missions.
Figure 5 Examples of G/T Controllers Configurations
The G/T controller utilizes the same software development
tools and hardware configuration as per the rest of the
ECS. It utilizes exactly the same control sequences
software in the OBTS as used in the Real-Time Control.
The above features not only reduce the Life Cycle Costs,
but ensure provision of the most effective simulations for
ECS software tests as well as for the OBTS environment.
The selected Gas Turbine Controllers are based on
technologies already proven on a larger number of Naval
vessels utilizing different Gas Turbine configurations. The
ECM can cater for:
-
LM2500 G/T with PLA control
LM2500 G/T FADEC with FMV control
Rolls-Royce SM1C Spey and WR21 ICR G/T
Pratt & Whitney FT12/FT4 G/T
SOLAR Saturn G/T
The G/T Controller’s main hardware components are the
VRTU and the LOP. These are built, tested and certified to
MIL-STD-901 D, Grade A, Class II, Type A for Shock and
MIL-STD-167/1 for Vibration. The above equipment also
have been tested and certified to other MIL_STDs such as
for Noise, EMI and Environmental conditions.
The ECM software architecture has been designed to
achieve modularity, re-usability and simplicity for
operation and maintenance. These goals are achieved
through logical assignment of functions to function groups,
clear definition of mechanism for communication between
software components and centralizing database access. The
G/T LOP interfaces with the G/T Controller, the ECS main
Figure 6 ECM High Redundancy Configuration
4. CONDITION ASSESSMENT SYSTEM
The latest ROKN vessels such as the Aegis Class
Destroyers and the new generation FFX Frigates are
equipped with a Condition Assessment System that is fully
integrated with the ECS.
The Condition Based Maintenance (CBM) capability has
evolved and now includes an interface with the ECS IETM
for rapid access to main machinery equipment manuals,
including maintenance procedures.
This ECS function monitors and predicts machinery failure
modes and by taking online and manually entered data, it
compares the data with established engineering
performance criteria in support of the condition based
maintenance philosophy.
For the FFX Program, the above is applied to the Diesel
Engines, Gas Turbine Engines, Reduction Gears, Thrust
Bearings and Diesel Generators.
Figure 7 Condition Assessment System for FFX
The ECS Condition Assessment System suite of software
is complimented with a standard Vibration Monitoring
System (VMS). The VMS scope also includes a Portable
Data Terminal (PDT) and Portable Data Analyzers (PDA).
The PDT is a hand-held unit used for manually acquiring
engineering plant information. The PDA is a portable,
wireless communication, field-use instrument which
facilitates machinery condition monitoring by enabling the
acquisition and storage of vibration data including
vibration spectrum data and other related information. The
data collected by the PDA can be interfaced with the
online Condition Assessment System.
The ECS Condition Assessment System integrates online
and offline data sources, providing users with the ability to
“qualify” data for various user definable machine states
such as Online/Loaded, Online/Unloaded, Online/Steady
State. This qualification capability allows the user to create
unique rules and alarm setpoints for each user defined
machine state. It is capable of integrating data from plant
historians, distributed control systems, vibration monitors,
oil debris monitoring and other reliability applications as
may be applicable. Any of these data may be trended,
alarmed, or used as inputs to rule logic, either individually
or in combination, to detect and diagnose machinery
failures and drive operational and maintenance decisions.
For the near future programs, ROKN/DAPA and the
Korean Shipyards may consider extending the Condition
Assessment System capability to include the integration of
appropriate Infra Red cameras (fixed and portable) and
Smart Computer Based Vision System to enable the ECS
operators with improved preventive maintenance and
Asset Management facilities. As a further extension, fleet
or enterprise wide Condition Based Maintenance with
ability to interface shipboard Condition Assessment
System data with land based facilities is commonly
considered by selected Navies.
Figure 9 Enterprise Condition Assessment System
5. INTEGRATED LOGISTICS SUPPORT
Figure 8 Condition Assessment System Sample HMI
The Integrated Logistics Support (ILS) requirements have
been an integral part of the Control System on most recent
ROKN Programs to better ensure Life cycle Support for
the end-user. The ECS Supplier is generally required to
submit an ILS Master Plan (ILS-MP) that shall include
procedures supported by the Supplier’s Organization for
response to the end-user inquiries post systems deliveries.
Information on RAM (Reliability, Availability,
Maintainability) and LSA (Logistics Support Analysis),
LCC (Life Cycle Cost) is provided with ECS deliveries.
Factors considered for assessing the Maintainability and
Testability capabilities include:
6. ENGINEERING CONTROL SYSTEM
(ECS)
-
The Machinery Control And Monitoring (MCAM) system
for the Korean Navy’s Minelayer and Minesweepers, by L3 MAPPS (previously CAE Marine Systems) in the mid ~
late 1990’s, was the first breed of Integrated Platform
Management Systems installed on Korean Naval ships.
The above mainly included limited Machinery Control
System and limited Damage Control System capabilities
that together with various multifunction consoles
interfaced with ship systems through a centralized MCAM
data communication network. A typical configuration for
these systems is shown in Figure 10.
-
-
Equipment selection and suitability, consideration
for interchangeability, safety, ease of access to
subassemblies, modularity and low MTTR,
Historical problems and failure trends,
Cost effective maintenance and testing policy,
including localization and local support and
obsolescence policy,
Special tools and test equipment,
Fault diagnosis (online, offline, auto, manual,
observations, etc) with detection level to LRU,
Meaningful error messages,
Maintenance document, onboard/depot spares,
IETM video/voice enabled maintenance training.
Fault isolation and replacement of individual Line
Replacement Units (LRUs) is carried out at the first level
of maintenance. To minimize the MTTR the online
capability of Built-In-Test (BIT) is maximized. This
ensures isolation of most faults in a short time without the
need for highly skilled onboard maintenance technicians.
Lower level maintenance at board level is generally carried
out by the ROKN’s Depot maintenance specialists.
LCCA (Life Cycle Cost Analysis) procedure forms an
essential part of the ILS Management. As the ECS
equipment enters their in-service phase, costs and
downtime drivers are continuously monitored for early
identification and proactive elimination. This cradle-tograve LCC Management program ensures that
maintenance and operation are both cost effective whilst
meeting the end-user’s availability requirements.
L-3 MAPPS predicts the reliability and availability of the
system hardware using the following precedence of failure
rate data sources:
-
Figure 10 Minesweeper Architecture
As experience was gained by the shipyard designers, the
Navy and the ship’s crew, the scope of supply on the latter
Naval vessels was enhanced and the level of remote
control and monitoring capability was increased.
Field data compiled by Customer Support Group
Vendor confirmed field & analysis data
Government Industry Data Exchange Program
RAC Non-Electronic Part Reliability Data
MIL-STD-756B
MIL-HDBK-217, Notice 2, section 3.4
MIL-HDBK-338-1A
Similar to other ECS capabilities, the ILS scope of supply
has also continually evolved throughout the past few
Programs.
For the FFX Frigate Program a more
comprehensive ILS was specified to provide RAM and
LSA data for ROKN’s Depot based ILS system for
superior ILS Maintenance Management. L-3 MAPPS
utilizes the services of its staff qualified to ASQ (American
Society of Quality) with expertise in LCCA, RAM, LSA
and other ILS related analytical tools/assessments to meet
the ever increasing stringent ILS requirements specified by
various end-users.
Figure 11 Hardware Evolution from MCAM to ECS
The Integrated Machinery Control System (IMCS) scope
of supply for the Dok Do Class LPX Landing ship in 2002
(Figure 11) demonstrated substantial increase in the level
of control and automation applied to Korean Naval vessels.
The IMCS was further enhanced and gave rise to a new
generation of ECS, utilizing modern Militarized hardware
and Battle Damage Control System (BDCS) as for the FFX
Frigates.
The combination of the Resource Tracking System,
Operator Decision Aides, static and dynamic Killcards,
Incident Management System and BDCS General
Arrangement Plan (GAP) capabilities such as plotting and
Incident symbols all in all give rise to a most effective
Damage Action Management capability. Various drills can
also be optimally managed through the BDCS manual,
semi automatic and automatic killcards.
Figure 12 LPX Landing Ship Configuration
In addition to the specification for the deployment of
highly stringent Military Standard (MIL-STD) hardware,
designed and built to meet the requirements of appropriate
MIL-STDs for Shock, Vibration, Temperature/Humidity,
EMI and Noise, the latest Korean Navy surface ships
generally demand inclusion of highly advanced BDCS
technologies. Above and beyond general Machinery
Control Systems, the following is a list of ECS features
selected for the ROKN’s FFx Frigates to be supplied by L3 MAPPS:
-
Fuel Control System (FCS)
Static and Dynamic Killcards
Resource Tracking System
Operator Decision Aides
Incident Management System
Static and Dynamic Stability Calculation
Wave Safe Sailing
Flooding Casualty Control
Condition Assessment System
BDCS Action Management
Voice alarm and emails
Voice and video enabled IETM for maintenance
On-Board Training System (OBTS)
10 GB dual Ring Fiber Optic Ethernet
MIL-STD Consoles, LOPS, LSDs, UPS, RTUs
The above are fully integrated with the rest of the ECS
applications to ensure an effective Battle Damage Control
System.
Figure 13 BDCS HMI Sample
The capabilities of the BDCS Incident Management
System and Damage Action Management can be further
enhanced in the future by inclusion of Incident recording
and playing function and by deploying the L-3 MAPPS
Interaction Incident Management System I2MS hardware
and software, giving rise to Damage Control Tactical
Decision Support capability for superior Incident
Management. In collaboration with Korean yards, the
Korean Navy/DAPA is currently considering these for
their next generation Naval vessels.
Figure 14 ECS Damage Action Management
The Korean Shipyards presently are also considering
further enhancements for the Condition Assessment
System. The scope of the above could be increased on the
next generation Destroyers or other Programs to include
capability for enterprise Condition Based Maintenance
Management System (eCBM), including integrated Infra
Red Cameras to further increase survivability of major
Assets and as means for improved preventive maintenance.
Other areas of interest by Hyundai Heavy Industries Co.
Ltd and lead Korea Shipyards include a comprehensive
Damage Asset Management System as an integral part of
an enhanced BDCS (eBDCS) that will ensure improved
ship survivability during fire/flooding incidents. This will
include the integration of a State of the Art Smart Vision
System and Autonomic Damage Control System (ADCS)
with ESC. The ADCS could include Autonomic Fire
Suppression System for firemain and chilled water systems
and its principles may extend to the Fuel and other mission
critical systems onboard the future Korean Naval vessels.
7. CONCLUSION
This paper presented the evolution and deployment of
advanced digital control system as applicable to the
Korean Navy’s vessels. It also presented the latest
technologies selected and those under consideration for the
new generation of ROKN Combatant Ships.
Hyundai Heavy Industries Co. LTD (HHI) has been
instrumental in advancing the control and automation
capabilities onboard the ROKN’s mission critical vessels.
As a result of this and careful selection of technologies,
both the Korean Navy and HHI have improved the level of
reliability, maintainability and survivability of ECS on
target Programs. This has also resulted in negligible Life
Cycle Costs after Ship deliveries to the ends-user.
As a world lead control system supplier and a longer term
technology partner of the Korean Defense Industry, L-3
MAPPS, who has also been instrumental in the above
success, continues its collaboration with the Navy/DAPA,
local Korean shipyards and local business associates in
Korea; such as Doosan Heavy Industries, to ensure
successful implementation of lead technologies on the
future Korean Naval ships and superior local engineering
support post deliveries.
BIOGRAPHY
Commander Seung-Hyuk Kang joined the Naval
Academy as a Cadet in 1984. In 2005 he was promoted as
a ROKN Commander and in 2006 he obtained his MBA
from Korea Kyung Hee University. He has accomplished
various training including NTDS at Litton (USA), IDRMC
at NPS/CA (USA), AG914oRF Depot & Field Level V
Maintenance training, LM2500 and SAC/DLE level II
(Hot/Cold section) Maintenance training, as well as, 501K34 Engine Aid software Training. Since August 2007,
he is providing services as the Chief Officer for DDG-991
COMROKFLT. Prior to the above, he assumed
responsibility as the ILS Plan Officer at the ROKN HQ,
Chief Engine Officer for DDh-973 and FF-952 5th and 2nd
Flotilla, Maintenance Management Officer at the ROKN
HQ, Executive Officer for PCC-776 and PGM-5832nd
Flotilla, Chief Education Officer at Shipyard and Ship
Control Officer.
Yong-Ki, Choi has worked in Special and Naval Ship
Building Division of HHI for electric system design
including Ship’s Automation System since 1978. He also
has assumed various technical responsibilities such as
supervision of the Electrical System design on the Korean
Submarines for 4 years since 2000 in Germany. He is
presently the Team Leader for the group undertaking
whole Electrical System design including ship’s
Automation System. He has a Bachelor of Science degree
in the field of Information and Communication
Engineering from Kyung-Hee Cyber University, South
Korea.
Reza Shafiepour obtained BSc in Electrical Engineering
from Newcastle University of Northumbria in 1980, MSc
in Power Transmission and Distribution from Manchester
UMIST in 1982 and PhD in Power Systems Control and
Monitoring from Durham University in the UK in 1986.
His expertise in Control Systems is as a result of working
at larger scale Industrial Companies in the UK and
Canada; including Westinghouse Systems, National Grid
Company and CAE Inc. He is currently a Regional
Director at L-3 Communications MAPPS Inc. in Canada.