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Sizing Power Generation and Fuel Sizing Power Generation and Fuel Capacity of the All-Electric Warship Warship May 22, 2007 IEEE Electric Ship Technologies Symposium, A li Arlington, Virginia t Vi i i CAPT Norbert Doerry Deputy

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SLIDE 1

Sizing Power Generation and Fuel Sizing Power Generation and Fuel Capacity of the All-Electric Warship Warship

May 22, 2007

IEEE Electric Ship Technologies Symposium, A li t Vi i i Arlington, Virginia CAPT Norbert Doerry

Deputy Director, Future Concepts and Surface Ship Design p y , p p g Naval Sea Systems Command SEA 05DB (202) 781-2520 norbert.doerry@navy.mil y@ y

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SLIDE 2

All-Electric Warship Vision

Organic Surveillance Drone

High Altitude B P t Ai ft

Electromagnetic Gun

More than 10 MJ on Target Beam Power to Aircraft Minimal Handling - No Refueling

High Powered Sensor

Combination Sensor and Weapon High Powered Microwave More than 10 MJ on Target Megawatt Range

High Energy Laser

E h d S lf D f High Powered Laser Enhanced Self Defense Precision Engagement No Collateral Damage Megawatt Class Laser

Integrated Power System Integrated Power System

Affordable Power for Weapons and Propulsion Power Dense, Fuel Efficient Propulsion Reduced Signatures Power Conversion Flexibility

All Electric Auxiliaries

No Hydraulics

NO ENERGETICS NO ENERGETICS ABOARD SHIP! ABOARD SHIP!

May 22, 2007 Approved for Public Release CAPT Doerry 2 Power Conversion Flexibility No HP Gas Systems Reduced Sailor Workload

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SLIDE 3

Agenda

  • Challenges with current methods for sizing power

generation and fuel tank capacity g p y

  • Proposed Solution

– Sizing Power Generation Si i F l T k C it – Sizing Fuel Tank Capacity

  • Future Work

May 22, 2007 Approved for Public Release CAPT Doerry 3

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SLIDE 4

Current Methods

Sizing Power Generation

  • Propulsion Power

Achieve Sustained Speed at 80%

Sizing Fuel Tank Capacity

  • Fuel Tanks must be large enough

to achieve a given endurance

– Achieve Sustained Speed at 80%

  • f installed Shaft HP with clean

bottom and calm seas to account for

  • Weather

to achieve a given endurance range at a given endurance speed

– 24 hour average electric load assumed.

  • Weather
  • Sea state
  • Heading Relative to wind and

sea direction Fouling

  • Fouling
  • Ship Service Power

– Serve the Maximum margined electrical load with service life ll ith t th t f allowance without the generator of highest rating and paralleled generators loaded no more than 95%.

May 22, 2007 Approved for Public Release CAPT Doerry 4

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SLIDE 5

So What’s the Problem?

Sizing Power Generation

  • Maximum margined electrical

Sizing Fuel Tank Capacity

  • High power mission system

load may not occur when ship is at maximum speed.

  • No incentive to reduce drag at

loads can be a significant fraction of power

– On station time can become i t t ti ll

  • ther than calm water

conditions

– No credit for anti-fouling ff t more important operationally than range at endurance speed.

  • No incentive to reduce fuel

efforts – No credit for hull forms that reduce drag in higher sea- states

  • No incentive to reduce fuel

consumption at high speeds

– High Speed surge to theater may become operationally states. may become operationally significant with a small fleet size.

May 22, 2007 Approved for Public Release CAPT Doerry 5

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SLIDE 6

Sizing Power Generation: Impact of Sea-State

  • Involuntary

speed

Voluntary Speed

p reduction

– Depends

  • n Direction

Involuntary Speed Reduction y p Reduction

Probability of Sea State - Open Ocean North Atlantic

SS 1-3 SS 4 SS 5 SS 6 SS 7

  • n Direction
  • f seas and

wind

  • Voluntary

From PNA

60 70 80 90 100

Time

  • Voluntary

speed reduction

Expect to Operate

10 20 30 40 50

Percent

– Slamming – Deck wetness

Through SS 7

May 22, 2007 Approved for Public Release CAPT Doerry 6

1 2 3 4 5 6 7 8

SEA STATE

Percentage Probability of Sea State Cumulative Probability of up to this Sea State

Data From PNA From PNA

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SLIDE 7

Sizing Power Generation – Proposal

  • Define Mobility as a Mission System

– For each operational condition based on a Concept of Operations, specify …

  • Mission System states

y

  • Speed time profile
  • Required maximum speed and minimum tactical speed
  • Percentage of time at 10°F, 59°F, and 100°F

– Specify a realistic sea-state to use (Upper end of SS 4?) p y ( pp ) – In calculations, include impact of hull fouling and reduced propulsion efficiency due to unsteady loading. Use the worst case heading for determining impact of Sea state

  • Include margins appropriate for stage of design and degree of uncertainty.

I l d S i Lif ll f Shi S i l i l l d

  • Include a Service Life allowance for Ship Service electrical loads.
  • Power Generation must be capable of providing requisite Quality of Service

for all operational conditions

– Power Generation must be sufficient to serve all propulsion and ship service l d f ll ti l diti loads for all operational conditions – Power Generation must be capable of serving ship service loads in all

  • perational conditions with sufficient propulsion power to achieve the minimum

tactical speed without the largest Generator Set.

May 22, 2007 Approved for Public Release CAPT Doerry 7

Tie Power Generation Requirements to Operational Conditions Tie Power Generation Requirements to Operational Conditions

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SLIDE 8

Sizing Power Generation – Challenges

  • Design Tools for accurately

predicting ship resistance at p g p different sea states.

  • Method for translating ship

trial data to mobilit trial data to mobility requirements

  • Improved electrical load

p amalgamation methods needed

Accuracy of existing load

http://www.nauticalweb.com/superyacht/530/tecnica/optimisation.htm

– Accuracy of existing load factors questionable.

May 22, 2007 Approved for Public Release CAPT Doerry 8

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SLIDE 9

Sizing Fuel Tank Capacity: Growth of Mission System Loads

  • Future non-

mobility Mission

35

y Systems will likely drive fuel requirements

25 30 35 d, MW

requirements more than propulsion

10 15 20 ectric Load

  • Endurance Range

and Speed may no longer be

5 DD-963 DDG-51 Flt DDG-1000 AP Study Ele

Alternate

no longer be appropriate for sizing fuel tanks

DD 963 DDG 51 Flt IIA DDG 1000 AP Study Medium Combatant

Alternate Propulsion Study Medium

May 22, 2007 Approved for Public Release CAPT Doerry 9

Combatant

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SLIDE 10

Sizing Fuel Tank Capacity: High Speed Efficiency

  • Getting to Theater fast can be

important

– Reduced Fleet Size – can’t be everywhere all the time – Need for Maritime Power will not b di t bl be predictable.

  • Efficiency at high speed

currently not a design factor f i i f l k

http://www.navatekltd.com/hyswac.html

for sizing fuel tanks

– Ships are designed for efficiency at endurance speed, little incenti e to impro e efficienc at incentive to improve efficiency at high speed – Ship speed can be operationally limited by availability of

May 22, 2007 Approved for Public Release CAPT Doerry 10

limited by availability of replenishment ships

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SLIDE 11

Sizing Fuel Tanks – Proposal

  • Fuel Tanks should be large enough to satisfy three conditions …

– Surge to Theater

  • Distance at maximum design speed using only 50% of fuel
  • Goal is to minimize dependence on replenishment ships to arrive at

a theater of operations as fast as possible

  • Must define capability of other mission systems (self defense)

– Economical Transit

  • Similar to traditional Endurance speed and range
  • Only difference is that capability of other mission systems are

defined, rather than using 24 hour average load – Operational Presence Mi i ti th t hi h ld b bl f d ti

  • Minimum time that a ship should be capable of conducting one or

more missions (such as theater ballistic missile defense) using a given speed-time profile and mission system capability

  • Use only 1/3 of fuel capacity

May 22, 2007 Approved for Public Release CAPT Doerry 11

Use only 1/3 of fuel capacity

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SLIDE 12

Future Work

  • Produce and implement a guidance document for specifying ship

requirements.

  • Formalize the methodology in standards such as the Naval
  • Formalize the methodology in standards such as the Naval

Vessel Rules and Design Data Sheets.

  • Develop and validate improved ship resistance tools for

predicting powering requirements in various sea-states.

  • Develop and validate improved tools for predicting the efficiency
  • f propulsors in various sea-states.
  • Develop and validate improved electric load forecasting models.

D l d f li th d t l t t i l d t i

  • Develop and formalize methods to correlate trials data in
  • bserved sea-states to ship mobility requirements under other

sea-states.

  • Develop and validate tools for predicting the rate of fouling and

Develop and validate tools for predicting the rate of fouling and its impact on ship’s resistance for a given operational profile, antifouling features and hull cleaning strategy.

  • Institutionalize the use of operational profiles and operational

conditions as a basis for calculating life cycle cost

May 22, 2007 Approved for Public Release CAPT Doerry 12

conditions as a basis for calculating life cycle cost.

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SLIDE 13

Summary

  • Current sizing methods

for Power Generation and Fuel Capacity no longer appropriate for modern warships

  • Proposed new methods

– Based on operationally significant requirements g – Take advantage of modern analysis tools

  • Much work remains to

develop methodology and supporting tools and data.

May 22, 2007 Approved for Public Release CAPT Doerry 13