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: - 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.

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

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.

The ROKN’s FFX Frigates Propulsion Plant is also CODOG. 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 Real-Time 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 Real-Time 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.

Figure 1 Minesweepers ECS Prop System Overview

Figure 2 Landing ship ECS Prop System Overview

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.

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.

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.

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.

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

Figure 4 KDX-II Destroyer Electrical System Overview

Figure 3 KDx-III Destroyers Elect System Overview

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.

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

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.

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.

Figure 5 Examples of G/T Controllers Configurations

Figure 6 ECM High Redundancy Configuration

For the FFX Program, the above is applied to the Diesel Engines, Gas Turbine Engines, Reduction Gears, Thrust Bearings and Diesel Generators.

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.

5. INTEGRATED LOGISTICS SUPPORT 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.

Figure 7 Condition Assessment System for FFX

Figure 8 Condition Assessment System Sample HMI

Figure 9 Enterprise Condition Assessment System

Factors considered for assessing the Maintainability and Testability capabilities include:

- 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-to-grave 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: - 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.

6. ENGINEERING CONTROL SYSTEM (ECS)

The Machinery Control And Monitoring (MCAM) system for the Korean Navy’s Minelayer and Minesweepers, by L-3 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.

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.

Figure 11 Hardware Evolution from MCAM to ECS

Figure 10 Minesweeper Architecture

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.

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 L-3 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.

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.

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 12 LPX Landing Ship Configuration

Figure 13 BDCS HMI Sample

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, 501-K34 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.