Warship 2011 - Naval Submarines and UUVs.pdf

Operate safely and successfully at all depths up to the depth of the submarine's collapse or the limits of human capabilities.

System Model

Modeling shows that the current air supply is significantly in excess of what is needed for breathing and inflation purposes. At low pressures (early in phase or shallow depths) the majority of the pressure is attributable to extra air.

Impacts of the maintenance on a Submarine basic design

Marie NICOD, Naval Submarine Architect, DCNS, France

CHOICE

40 years - DH

35 years - DH

40 years - SH

Conclusion

The process can be applied to every type of submarine

Decision-maki

A Submarine Concept Design – The Submarine as an UXV Mothership R G Pawling and D J Andrews, University College London, UK. Hydrodynamic design implications for a submarine operating near the surface MR Renilson and D Ranmuthugala, Australian Maritime College, University of Tasmania, Australia.

A VISION FOR AN MXV AND UXV ENABLED FUTURE HOST SUBMARINE (SSH)

INTRODUCTION

FUTURE PLATFORM ROLES
WIDER REQUIREMENTS

CANDIDATE MANNED & UNMANNED OFF-BOARD SYSTEMS

TRADITIONAL SUBMARINE OFF-BOARD SYSTEMS
UNMANNED SURFACED VEHICLES (USVs)

UUV PERFORMANCE REQUIREMENTS UUVs are envisaged to be the primary candidate off-

ASSUMED UUV MISSION PROFILES Understanding the performance requirements of UUVs
PATROL EFFECTIVENESS SENSITIVITIES Many of the candidate UUV roles can be simplified to

UUV CONCEPTS

GENERIC UUV PAYLOAD FITS

MXV & UXV INTERFACE REQUIREMENTS

PLATFORM SYSTEM REQUIREMENTS MXVs and UXVs also require different system interfaces

SHIP SUBMERSIBLE HOST (SSH) CONCEPTS

MEDIUM TERM CONCEPTS
LONG TERM CONCEPTS
VERY LONG TERM CONCEPTS

CONCLUSIONS
ACKNOWLEDGEMENTS
REFERENCES

Other candidate crewed outboard vehicles include inflatable boats and outboard motors that can be stowed in the external housing. However, challenges remain for designers of external systems, such as facilitating satisfactory, long-term external storage of vehicles.

TOWARDS AN AUTOMATED ACTIVE UUV DOCK ON A SLOWLY MOVING SUBMARINE

CURRENT DOCKING METHODS 1 STATIONARY DOCKS

DOCKING WITH NAVAL PLATFORMS Naval capabilities are not discussed as freely in the

DOCKING OBJECTIVES
MAKING-CONTACT SCENARIO 1 STAGE 1: UUV HOMING

STAGE 2: ACTIVE DOCKING

EVALUATION ENVIRONMENT
TOWARDS AN ACTIVE DOCK DESIGN In this section, we begin examining the details of dock

RELATIVE MOTION EXTREMES
SELF-ACTUATING VERTICAL MOTION With relative motion between the UUV and subma-
DOCK CONCEPT DESIGNS

CONCLUDING REMARKS
ACKNOWLEDGMENTS
AUTHORS BIOGRAPHY

Feezor et al [6] noted that docking failed when the UUV was more than 30 degrees from the dock axis when the source was acquired. Docking failed as the UUV was misaligned relative to the docking axis by more than 30 degrees when the source was first retrieved. When the UUV is within lateral range of the dock and the dock has a stable lock on the UUV (via camera and LEDs), the dock takes command.

The LEDs on the UUV are small and optionally provide the UUV with high bandwidth dock/submarine communications. Crude assumptions are used to obtain conservative estimates of the extremes in relative motion between the UUV and the dock.

UNDERWATER GLIDERS – FORCE MULTIPLIERS FOR NAVAL ROLES

TECHNOLOGICAL DEVELOPMENTS 1 CONCEPT

SCIENTIFIC DEPLOYMENTS

HYDRODYNAMICS & CONTROL

COMPARISON OF ALTERNATIVE FORMS Given an initial design using a conventional glider

NAVAL APPLICATIONS 1 BACKGROUND

POTENTIAL ROLES OF GLIDERS

TECHNOLOGICAL CHALLENGES Energy storage, navigation, communication, sensing, and
CONCLUSIONS
ACKNOWLEDGEMENTS
REFERENCES
AUTHORS’ BIOGRAPHY

It can be programmed to monitor large areas of the sea (maximum range of over 1000 km with energy supplies on board). Some of the design changes made in Z-Ray compared to X-Ray were as follows [22]:-. The initial development of underwater gliders (in the 1990s) at WHOI, SIO, and the University of Washington were all sponsored by the Office of Naval Research of the US Navy.

4.2 (a) Intelligence, Surveillance and Reconnaissance The task of gathering Intelligence, Surveillance and Reconnaissance (ISR) is one of the primary responsibilities of any naval force. A Long Range Autonomous Underwater Vehicle for Oceanographic Research”, IEEE Journal of Oceanic Engineering and VALDES, J., “The Autonomous Underwater Glider Spray”, IEEE Journal of Oceanic Engineering, 26, 2001.

A SUBMARINE CONCEPT DESIGN – THE SUBMARINE AS AN UXV MOTHERSHIP

THE DESIGN BUILDING BLOCK APPROACH
UNMANNED VEHICLES (UXVs) Unmanned vehicles have been developed for a range of
UUV DESIGNS IN THE UCL DRC STUDY

THE SELECTED CONCEPT
UUV SUPPORT EQUIPMENT
UUV CONCEPT OF OPERATIONS

MOTHERSHIP DESIGNS IN THE UCL DRC STUDY
DISCUSSION AND CONCLUSIONS

THE SUBMARINE AS A UXV MOTHERSHIP

REFERENCES
AUTHORS BIOGRAPHY

Therefore, the Design Building Block approach to the early stages of ship design seeks to encourage a more holistic approach to the development of the ship design solution. An overview of the historical development of UAVs, current use and design was given in the authors. An example of the latter is the lithium hydride storage system used in the German Type 212 submarines [28].

The design of its support equipment is equally important to the design of the UUV itself. Given the successful application of the Design Building Block approach to the design of hypothetical UUV, a similar investigation of submarine-deployed USVs may be the next step.

HYDRODYNAMIC DESIGN IMPLICATIONS FOR A SUBMARINE OPERATING NEAR THE SURFACE

BACKGROUND

SSK DESIGN CONSIDERATIONS
SCALE MODEL EXPERIMENTS
EFFECT OF SAIL
EFFECT OF L/D RATIO
EFFECT ON OPERATIONS

The total dimensionless resistance is plotted as a function of Froude number for the bare hull and attached hull in Figures 4 and 5 respectively. Photographs of the wave patterns for the attached hull at a selection of Froude numbers for the condition H* = 1.1 are given in Figure 6. The ratio of the effective power required when near the surface to that required when submerged is shown in Figure 9 in function of speed for both bare hull and sail hull.

2011: The Royal Institute of Naval Architects Figure 4: Total drag coefficient as a function of Froude number. For the sailboat, the approximate effective power required over a range of speeds is given in Table 4 for both the shallow and deep scenarios.

CONCLUDING REMARKS

This may be due to a lower form drag for the larger L/D, or because the vessel with the larger L/D is actually sailing at a lower Froude number for the same speed. Assuming an overall propulsion efficiency of 70%, this results in an increase in energy demand of approx. 77MW/hour compared to the calculated negligible surge resistance. An experimental study of the effects of near-surface operation on the wave-forming resistance of SSK-type submarines, Maritime Systems and Technology Conference, November 2010, Rome, 2010.

FELL, B.J., 'Structured Mesh Optimization and CFD Simulation of the Fully Appended DARPA Suboff Model', final year thesis – Bachelor of Engineering, Australian Maritime College, University of Tasmania, 2009. WILSON-HAFFENDEN, S., 'An Investigation into the Wave Producing Resistance of a Submarine Traveling Below the Free Surface', Final Year Thesis – Bachelor of Engineering, Australian Maritime College, University of Tasmania, 2009.

AUTHORS BIOGRAPHY

GROVES, N.C., HUANG, T.T., OG CHANG, M.S., 'Geometric Characteristics of DARPA M.S., 'Geometric Characteristics of DARPA SUBOFF Models (DTRC Model Nos 5470 og 5471)' David Taylor Research Centre, Bethesda, Maryland, USA.

EVALUATING THE MANOEUVRING PERFORMANCE OF AN X-PLANE SUBMARINE

X-PLANE DESIGN
CONCEPT DESIGN TOOLS

COEFFICIENT BASED TECHNIQUES The essence of most submarine manoeuvring codes is
DRIVS
SCAM
SUBSIM
COMPUTATIONAL FLUID DYNAMICS QinetiQ Ltd has used the commercially available

CONSTRAINED MODEL TESTS
DEVELOPMENT OF THE SIMULATION 1 IMPLEMENTATION OF LINEAR MODEL
FREE RUNNING MODEL TESTS
PRELIMINARY SAFE OPERATING ENVELOPES
CONCLUSIONS
ACKNOWLEDGEMENTS
REFERENCES
AUTHORS BIOGRAPHY

The greater availability of buoyancy due to the four planes makes it possible to reduce the surface area of the aircraft, i.e. it provides seaplanes with a better aspect ratio. The components of a submarine are the hull, the bridge wing, the seaplanes and the thruster. Small fluctuations in the time history of forces and moments were present in some calculations at relatively high pitch or drift angles.

The SRM was configured as a geosim of the model used in the limited experiments, Figure 7. However, the characteristics are likely to be different as some hydroplane will be in the wake of.

SUBMARINE MANOEUVRING: CORRELATING SIMULATION WITH MODEL TESTS AND FULL SCALE TRIALS

MATHEMATICAL MODELLING Numerical computer simulations play an important part

CONSTRAINED MODEL EXPERIMENTS At a concept or early design stage, there are theoretical

FULL-SCALE TRIALS 1 HISTORY

INSTRUMENTATION
DEVELOPMENT OF ‘BEST PRACTICE’

FREE RUNNING MODEL EXPERIMENTS Following one of the recent major manoeuvring trials, a
SIMULATION CORRELATION
AUTHORS BIOGRAPHY

Simulations of coasting maneuvers can be performed and any consistent discrepancies can be addressed [2]. Much of the process is covered in [3], but essentially the Trials Orders, once written, are subject to scrutiny by a multi-disciplinary board of appropriately qualified and experienced personnel (SQEP). From the perspective of the actions in the Control Room, the procedure followed was identical.

In the lower left area of the pitch comparison plot, most data points lie above the y=x line. 2011: The Royal Institution of Naval Architects Of the three sets of comparisons (Figures 5, 6 and 7), it is.

FULL AUTHORITY SUBMARINE CONTROL CONCEPT DEVELOPMENT

OVERVIEW OF CONVENTIONAL STEERING AND DIVING CONTROL
THE FULL AUTHORITY SUBMARINE CONTROL CONCEPT

ACTIVE STICK FUNCTIONALITY Active control technology is a key element within the
FASC PORTABILITY FEATURES

DEVELOPMENT OF AN AUTOMATIC TRIM COMPENSATION ALGORITHM

OTC TESTING RESULTS (a) Sea State Performance

SUMMARY OF OTC DEVELOPMENT Stirling have successfully developed an OTC algorithm

The finish of the boat is actively controlled by the maneuver to provide a consistent response. The first phase of the algorithm generates an estimate of the current trim state of the boat and compares it to the neutral trim demand. In this situation, the use of the external compensator greatly improves the depth and pitch control.

The application of the sea state produces first-order forces on the boat which reflect the energy spectra of the sea state. Stirling has identified a control concept that simplifies boat control by tying together all aspects of suspension, trim and trim, and hydroplane control.

RECOVERY OF SURFACED DISABLED SUBMARINES

AIM AND SCOPE

SUBMARINE INCIDENT LOCATIONS The world’s oceans cover over 70% of the earth’s
CHALLENGES AND CONSIDERATIONS Some of the challenges and considerations that may have

INITIAL STABILISING ACTIONS

ACTIONS BY SUBMARINE CREW
FLOODING AND LOSS OF BUOYANCY If the submarine has lost or is losing buoyancy through
ASSISTANCE FROM NEARBY VESSELS If the submarine is accompanied by a support ship and
DEEP WATER AREAS

RECOVERY METHODS

EMERGENCY TOW OF SUBMARINES All operational MoD UK Submarines have a built in
RIP OUT TOW
USE OF MOORING BOLLARDS / HINGED CLEATS
HEAVY LIFT / FLOATING DRY DOCK Although technically feasible, the use of a heavy lift

SUBMARINE BEHAVIOUR DURING RECOVERY

MODEL TANK AND OPEN WATER TRIALS Model towing tank and open water trials [1] have been
FULL SCALE TRIALS
HEAVY LIFT / FLOATING DRY DOCK RECOVERY

RESEARCH AND COLLABORATION WITH INDUSTRY AND
RECOMMENDATIONS

DESIGN CONSIDERATIONS
TRAINING AND EDUCATION

CONCLUSIONS
DISCLAIMER
ACKNOWLEDGEMENTS
REFERENCES
AUTHORS BIOGRAPHY

A full-scale test of the parachute anchor with an operational submarine is scheduled to be held later this year. The tugboats approach the submarine's stern from the submarine's port and starboard sides. As the tugs move in front of the submarine, the weighted wire grips the anchor chain.

2011: The Royal Institution of Naval Architects Figure 7 – Photo of the Fin Harness rigged by the . The behavior of the submarines during the large-scale tests was found to be consistent with the model tests.

DEVELOPMENT OF AN INTEGRATED SUBMARINE ESCAPE SYSTEM

TOWER ESCAPE SYSTEM REVIEW 1 REQUIREMENTS

PRINCIPLES OF OPERATION
ISSUES

SYSTEM DEVELOPMENT

PRESSURISATION (a) Typical Tower Performance

TEST, ACCEPTANCE & SUPPORT
CONCLUSIONS
ACKNOWLEDGEMENTS
AUTHORS’ BIOGRAPHIES

The optimal pressure increase is to double the pressure of the air trapped in the tower every four seconds. Unvented escape can be considered equivalent to having the vent at the very bottom of the tower. 2011: The Royal Institution of Naval Architects On a typical tower, the majority of escape equipment is mounted in the tower itself.

This shows that the performance of the depth compensated valve is significantly better than the fixed orifice at depths below 180 m. He is responsible for the development of the submarine's escape tower and associated test facility.

US SUBMARINE CONCEPT DESIGN TOOL

OVERVIEW OF EARLY STAGE SUBMARINE DESIGN
REQUIREMENTS

RAPID CONCEPT GENERATION Early stage concept design process consists of many de-
DESIGN KNOWLEDGE RETENTION The frequency of early stage submarine concept design is
DESIGN SPACE EXPLORATION The traditional method of doing submarine concept de-

DEVELOPMENT HISTORY
APPLICATION DEVELOPMENT Development of ASSET-Submarine focused on achiev-
THEORY DEVELOPMENT

DESIGN PROCESS

SOFTWARE DEVELOPMENT Upon completion of the theory development phase of the

USING EXISTING INFRASTRUCTURE Prior to the commencement of development of the sub-
GEOMETRY CONSTRUCTION

FUTURE WORK
ACKNOWLEDGEMENTS
AUTHORS’ BIOGRAPHIES
Keawe Van Eseltine is a Computer Scientist at the Naval Surface Warfare Center – Carderock Division

More of the design space can be explored because the point designs are executed faster and cheaper. Software that hides the design approach within the code is incompatible with the strict technical authority culture of the US submarine design force. At the end of theory development, the theory documents were reviewed and approved by the NAVSEA submarine design community.

The current model (CM) is defined to contain all data related to the state of the design. Tool data is not considered part of the submarine definition, but is required by the application.

OVERVIEW OF A METHODOLOGY FOR THE EARLY PHASES IN SYSTEMS DESIGN OF FUTURE SUBMARINES

INTRODUCTION TO SHIP DESIGN
SUBMARINE OPERATIONS

OPERATIONAL USE OF SUBMARINE SYSTEMS
TACTICAL MISSION TYPES FOR SUBMARINES

THE SUBMARINE AS A TECHNICAL SYSTEM AND ITS GENERIC DESIGN

SUBMARINE SYSTEM FUNCTION STRUCTURE
GENERIC DESCRIPTION OF THE SUBMARINE DESIGN PROCESS
SIZING AND BALANCING OF THE SUBMARINE DESIGN OBJECT

A COHERENT METHODOLOGY FOR SUBMARINE DESIGN IN THE EARLY

A MODEL FOR IDENTIFICATION OF NEEDS AND DEDUCTION OF FUNCTIONS
A MODEL FOR SYSTEMS COST PREDICTIONS The cost prediction is an essential part of the design
A MODEL FOR SYSTEMS EFFECT PREDICTION

VALIDATION OF THE METHODOLOGY AND TOOLBOX SUBAN
ACKNOWLEDGEMENT
AUTHORS BIOGRAPHY

The size prediction of the submarine is initially performed in the functional domain based on the functional requirements. The coherent methodology is based on the five methods outlined in the submarine design process in Figure 3. Through the use of the principle of controlled convergence, the design space is explored in the early stages of design.

In the area of operations, the submarine starts the SR mission (Phase type F1, see Figure 10) for the duration of T hours (T0 through T1). This made work more efficient in the early stages of the design object's development.

US TECHNICAL AUTHORITY IN SUBMARINE DESIGN AND ENGINEERING

NAVAL TECHNICAL AUTHORITY HISTORY
TECHNICAL AUTHORITY ROLES AND RESPONSIBILITIES

NAVSEA CHIEF ENGINEER (CHENG)
DEPUTY WARRANTING OFFICERS (DWOs)
ENGINEERING MANAGER / AGENT

TECHNICAL AUTHORITY EXAMPLES Prior to the implementation of formal Technical

NEAR LOSS OF USS DOLPHIN (AGSS-555), 2002
LOSS OF COLUMBIA, 2003
SUBSAFE CERTIFICATION AUTHORITY The US Navy’s Submarine Safety (SUBSAFE) Program

CONCLUSION
ACKNOWLEDGEMENTS
REFERENCES
AUTHORS BIOGRAPHY

NAVSEA 05, the Naval Systems Engineering Directorate (NSED), is responsible for providing the engineering and scientific expertise, knowledge, and technical authority necessary to design. Formal Technical Authority instructions began in 1997 with “Waterfront Engineering and Technical Authority Policy”, NAVSEA instruction 5400.95[1]. The Technical Authority chain of command consists of the Secretary of the Navy (SECNAV), COMNAVSEA, NAVSEA CHENG, Deputy Warrant Officers, and Technical Warrant Holders.

Engineering managers/agents, chief engineers and a network of engineers, scientists, mathematicians and technicians support the Technical Authority's chain of command. This concept was expanded throughout NAVSEA in 2003 by the implementation of NAVSEA Instruction 5400.97, NAVSEA Engineering and Technical Authority Policy [3], and later throughout the DoN.

SUBMARINE PROPULSOR TECHNICAL DEVELOPMENTS, OPPORTUNITIES AND CHALLENGES

PUMP JET PROPULSORS 1 HISTORY

PUMP JET BENEFITS
ASTUTE PUMP JET PROPULSOR

DESIGN CONSIDERATIONS 1 KEY DESIGN REQUIREMENTS

SIGNATURE CONSIDERATIONS
MANUFACTURING CONSIDERATIONS (a) NAB Castings

FUTURE REQUIREMENTS 1 AFFORDABILITY
OPPORTUNITIES AND CHALLENGES 1 ‘MORE COMPOSITE’ PUMP JET DUCT
RIM-DRIVE TECHNOLOGY
AUTHOR’S BIOGRAPHY

The design and development of the Astute class pump jet thruster is described more extensively in a RINA 2005 technical paper [1]. Single-sided molds are used and the smooth, accurately formed surfaces of each part form the wetted surfaces of the pump jet. 2011: The Royal Institution of Naval Architects Based the CSV design on the existing geometry of the.

Reasoning of materials and component parts for the life of the submarine (bearings, stator winding insulation, engine preservation materials); This paper highlights the multi-disciplinary nature of the subsea pump jet propulsion design process.

CONSTRUCTION MATERIALS FOR SMALL SUBMERSIBLES

CURRENT RULES AND STANDARDS The foremost shipping classification societies mandate

For filament wound vessels with polar openings or one-fifth burst pressure.. a) Prototype subjected to 100,000 pressure cycles over the range for maximum external and internal design pressure. The vessel will be designed for a minimum internal pressure of 100 kPa in addition to the external design pressure. a) The prototype must withstand an external pressure of twice the maximum external design pressure without bending. Hydrostatically tested to 1.1 times internal or external design pressure for vessels without welded metal components.

The ABS Rules and ASME Safety Standards for Pressure Vessels for Human Occupancy for all external pressure vessels mandate an external hydrostatic test of 1.25 times the design pressure. This is higher than the external hydrostatic test of 1.1 times the design pressure for a composite pressure vessel design using ASME BPVC Section X.

PROPOSED COMPOSITE PRESSURE HULL STANDARDS

QUALIFICATION REQUIREMENTS The examination of the relative design codes for