Lessons learned and the status of electric propulsion and all … Amy Harlans Nov 2015... ·...

Approved for Public Release

Lessons learned and the status of electric propulsion and all electric ship

within the U.S. Navy

Dr. John V. Amy Jr. Harlans Seminar 2015

3 November 2015


–CV 1, 2x3500HP induction motor, turbo electric, 1913, 1 ship

–Maryland-class BBs, 31,000HP turbo electric, 1918, 5 ships

–CV 2 & CV 3, 8x22,500HP induction motor, turbo electric, 1925, 2 ships

–Fulton-class ASs, 11,800HP diesel electric, 1940, 6 ships

–DEs, Rudderow/Buckley/Butler/Canon classes, 12,000HP and 6000HP, turbo&diesel electric, WWII, 100 ships

–SSs, Fleet Boats

–USS Hunley, AS 31, 15,000HP synchronous, diesel electric, 1959

–USS Tullibee, SSN 597, 2500HP, turbo electric, 1960

–USS Lipscomb, SSN 685, turbo electric, 1973

–AGSs, AGOR, T-ARC, T-AGOS, T-AGS, 800-5000HP ac-scr-dc motor, 1970s-present, ~80 ships

–T-AKEs, USNS Lewis & Clark, 2x15,000HP synchronous, integrated diesel electric, 2006-present, 11 ships (so far)

–DDG 1000s, Zumwalt-class, 2x46,000HP induction motor, Integrated Power System, launched Oct 2013 , to be 3 ships

U.S.N. Electric Drive

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Lewis and Clarke-Class (T-AKE 1)

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Zumwalt-Class (DDG 1000)

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Electric Propulsion - Future

► Typically two motors per shaft for reliability May share housing

► Notionally powered from port and starboard MVDC buses

► Requires control interface for load management

► With two motors per shaft, consider contra-rotating propellers for fuel efficiency and minimizing installed electrical power generation capacity

Motor

Drive

Drive

To Bus Node

To Bus Node

Motor

5

Normally open


Improve System Efficiency

• A generator, motor drive and motor will generally be less efficient than a reduction gear ….

• But electric drive enables the prime mover and propulsor to be more efficient, as well as reducing drag.

Mechanical

Drive Electric

Drive

Gas Turbine 30% 35%

Reduction Gear 99%

Generator 96%

Drive 95%

Motor 98%

Propeller 70% 75%

Relative Drag Coefficient 100% 97%

Total 21% 24%

Ratio 116%

Representative values: not universally true TRADE TRANSMISSION EFFICIENCY TO REDUCE DRAG

AND IMPROVE PRIME MOVER AND PROPELLER EFFICIENCY

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Improve System Efficiency: Contra-Rotating Propellers

► Increased Efficiency Recover Swirl Flow 10 – 15% improvement

► Requires special bearings for inner shaft if using common shaft line

► Recent examples feature Pod for aft propeller

http://www.mhi.co.jp/ship/english/htm/crp01.htm

Anders Backlund and Jukka Kuuskoski,

“The Contra Rotating Propeller (CRP) Concept with a Podded Drive”

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U.S.S. Makin Island (LHD 8)

► 2 x LM2500+ Propulsion Gas Turbines 35,000 HP each 2 stage reduction

gear Controllable Pitch

Propeller ► 2 x 5000 HP

Auxiliary Propulsion Motors Integrated into

reduction gear Variable speed

drive 12 knots possible

Propulsion Gas Turbine

Motor

MRG Line Shafting

Main Thrust Bearing

Turning Gear

Propulsion Clutches

Propulsion Brakes

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Steam auxiliaries replaced with electric powered equipment


Basic Launch Configuration

System Controls Energy Storage

Power Converters Launch Motor

Power Inverters

Electro-Magnetic Aircraft Launch System (EMALS) Concept

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Approved for Public Release 10

Aircraft Launch Electrified, but same Operational Interfaces

• Aircraft Interface is the same. • Flight Deck crew interface is the

same. • Differences are in controls interfaces

and below-decks equipment.


First Full Scale System is on CVN 78

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• Full set of equipment, 4 launchers and 3 energy storage groups

• Land-based test site, 1 launcher, 1 energy storage group

• Shipboard testing pierside is far along. • Integration with/interaction with other

shipboard systems

Other systems replaced with electric equipment, e.g. Advanced Weapons Elevators


Aircraft Recovery Electrified, but same Operational Interfaces

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• Aircraft Interface is the same.

• Flight Deck crew interface is the same.

• Differences are in controls interfaces and below-decks equipment.


DDG 1000 – not just Electric Propulsion

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• Electrically actuated steering gear • Electrically actuated line-handling capstans • Electrically actuated replenishment equipment • Electrically actuated Advanced Gun System mount and

automated magazine


Future Ships, Setting the Scene

“In FY2030, the DON plans to start building an affordable follow-on, multi-mission, mid-sized future surface combatant to replace the Flight IIA DDG 51s that will begin reaching their ESLs [Estimated Service Life] in FY2040.”

Report to Congress on the Annual Long-Range Plan for Construction of Naval Vessels for FY2015

Big differences from DDG 51:

• High-energy weapons and sensors

• Flexibility for affordable capability updates Photo by CAPT Robert Lang, USN (Ret), from site

http://www.public.navy.mil/surfor/swmag/Pages/2014-SNA-Photo-Contest-Winners.aspx

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2018

2022+

2022

2020

Solid State Laser

Active Denial System

Electro- Magnetic Rail Gun

Free Electron Laser

Mission Systems: Increasing Electrical Power Demands

Avai

labl

e Po

wer

(Ele

ctric

Pow

er In

stal

led)

1877 Today

USS Trenton, 1877

Sensor and Weapon System Power demands will soon rival Propulsion Power demands

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High Energy Mission Systems Integration Challenge

Radar

Power Source Challenge

SSL

SEWIP ?

Combined Load

Understanding how the combined load stresses the power system is essential to prevent system failure or

failure at one of the loads

Ships cannot support High Power Systems without modifications to the ships Electric Power System and other ship systems

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Future Operational Mode

Load Profile

Generator

Adv. Energy Storage

+ Continuous

Generator loading Power Generation Free to Operate at Most Fuel

Efficient, Reliable Level

Multi-Device Energy Storage Sized for Peak and Continuous Ride Through

Mil Std Power Quality

Optimize storage buffering prime movers to enable continuous DEW operations with minimal effect on engine mechanicals and power quality…

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Pre-Engineered Elements (PrEE)

Functional Element Zones (FEZ) Distributed Systems Ways Module Access Routes

Open Combat Systems

Common Source Library Standard Interfaces, Common Computing

Flexible Infrastructure

Aperture Stations Mission Bay

Module Stations (Warfare Systems Superset)

Integrated Power System (IPS)

Energy Magazine

Flexible Ship Design Features

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STABLE DYNAMIC

Propulsion

Messing & Berthing Damage Control

Distributed Systems Aircraft

Unmanned Vehicles

Sensors, Antennas &

Arrays Weapons

Combat Systems & C4ISR

Stable Platforms, Dynamic Payloads

Hull

Hulls last 30 to 40 years - Combat Systems last about 8 years

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• LCC 19 SmartTrack

• Submarine Acoustic Rapid COTS Insertion (ARCI) Program

• Common Radio Room

• Open Architecture

• CVN 78 Flexible Infrastructure

• DDG 1000 Flexible Infrastructure & Electronic Modular Enclosures

• EME & Mission Module Interface Control Documents

• MLP C4I System

• LCS Mission Modules

• Flexible Infrastructure NAVSEA Standard Drawing (Draft)

• NSRP Standard Guidance for Interface (Proposed)

Flexible Design Today – Enabling Technologies & Approaches

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Institutionalizing the Electric Warship

Early Technology Demonstration

Incorporation into Production Units

Standardization of Architecture and Interfaces

Standardization of Design Process

Integration into Design Tools

Part of Engineering School Curriculum

Full Implementation in Standards and Specifications

Historic Focus of Electric Warship Efforts

NAVSEA is addressing all aspects of Institutionalizing the Electric Warship

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Take-Aways

► Future ship power systems must enable high energy mission systems

► Flexible ship design features will allow the future surface combatant to affordably remain relevant over a long service life

► Years of focused effort required to develop, engineer, and implement these concepts

Flexible, Survivable, Lethal, Affordable

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