Statement of Work - Towing Tank Carriage.docx

Statement of Work (SOW) United States Naval Academy Naval Academy Hydromechanics Laboratory

380 FT Towing Tank Carriage Control System

1. Background. The Naval Academy Hydromechanics Laboratory (NAHL) features a 380 FT towing tank with the following dimensions: 380 FT (116.0 m) length, 26 FT (7.9 m) width, and 16 FT (4.9 m) water depth. Typically, the towing tank supports a wide variety of activities for the United States Naval Academy (USNA) focusing primarily on Naval Architecture and Ocean Engineering (NAOE) courses/electives and diverse student/faculty research.

The towing tank includes a moving platform or “carriage” that spans the width of the tank and houses the test instrumentation, towing fixture for the model, and platforms for student and faculty observers. The carriage is driven by two large DC motors located at the far end of the tank. The drive motors are connected to the carriage by an endless cable threaded through a system of idler pulleys and sheaves. The motors also provide primary braking through a regenerative process. In addition to primary braking by the drive motors, the carriages can be stopped by secondary and tertiary braking systems consisting of trackside shock absorbers mounted at either end of the track.

2. Objectives. The primary aim of this procurement effort is to purchase a new carriage control system for the NAHL 380 FT Towing Tank. Successful installation/operation of a new carriage control system in the 380 FT Towing Tank will improve NAHL operations in the 380 FT Towing Tank and be used to mitigate the technical risk of future investment/procurement activities.

3. Scope. This procurement is exclusively limited to the purchase/installation of a carriage control system, with user interface console (and associated operating software) for the NAHL 380 FT Towing Tank. This system will power and control the existing drive motors and regenerative braking system, but will require new position sensing equipment. Work required includes replacement of the current electrical and powering for the carriage system and installation of a new, state of the art system including training, technical data, and details related to warranty, software, and maintenance, as well as removal of the old system from the premises.

4. Requirements. The following requirements relate to this procurement effort:

a. Performance Specifications: At a minimum, the carriage control system must allow an operator to control the location and speed of the carriage in at least three different modes:

i. Normal Speed Control: The normal speed control must allow the operator to accelerate from the ‘parking spot’ (typically location 317 ft - as measured relative to the waveboard) to the desired speed, hold the carriage constant at that speed, then decelerate automatically to end the run and stop at a desired location (typically location 70 ft or 40 ft - as measured relative to the waveboard). After completion of the run. the operator should be able to initiate the return of the carriage to its assigned parking location at an operator determined speed. The carriage shall be able to operate within the full range of speed, acceleration, and jerk (specified below) in either direction (beach to waveboard or waveboard to beach).

1. Programmable Speed Changes: The control system shall include the ability to test multiple speeds during a single run. The operator shall be able to program in the different speeds and times at each speed and the control system will ramp the carriage up to the next speed automatically.

a. The operator shall be able to override an automatic jump to the next programmed speed to keep the carriage operating at the current speed.

b. The operator shall have the ability to manually change the speed of the carriage during a run.

2. Acceleration and Deceleration: The operator shall be able to specify the deceleration rate at the end of a run, independent of the acceleration rate.

3. Stop/Start Locations: The control system shall allow the carriage to start and stop a run from any operator specified location along the tank.

ii. Position Move: The position move control must allow the operator to select a specific location along the tank for the carriage to move to, allowing the operator to select the speed of transit, and executing the move from wherever the carriage is to the specified location.

1. The Position Move speed, acceleration, and jerk settings shall be independent of the Normal Speed Control settings.

iii. Jog Control: The jog control enables the operator to select a speed of travel and command the carriage to move in a specific direction at that speed for as long as the command is active. This is critical for aligning the carriage location, linking the high and low speed carriages together, and for ‘slipping the cable,’ a maintenance procedure that must be performed every couple of months.

1. Jog control speed, acceleration, and jerk settings shall be independent of the Normal Speed Control settings.

2. Control from Carriage: The operator must be able to operate the Jog Control while on or near the carriage to be able to fine-tune positioning with line-of-sight, as well as from the Control Room, the Motor Room panels, and from just outside the Motor Room.

3. Jog location must be able to exceed the bounds of the normal operating range to allow maximum positioning of the carriage within the tank (20 ft to 340 ft)..

iv. Control Capabilities:

1. Speed range: 0.01 to 40 ft/s (Speeds above 32 ft/s should require additional passcode in user interface)

2. Acceleration/Deceleration range: 0.01 to 16 ft/s2

3. Jerk (rate of change of acceleration) range: 0.01 to 30 ft/s3

4. Parking Stop Location range: 41 to 317 ft (locations beyond this and within the physical limits should require additional passcode in the user interface)

5. End Run Location range: 40 to 316 ft (locations beyond this and within the physical limits should require additional passcode in the user interface)

6. Return to Parking Spot Speed range: 0.01 to 10 ft/s

7. Jog Speed range: 0.01 to 10 ft/s

8. Position Move Location range: 317 to 40 ft (locations beyond this and within the physical limits should require additional passcode in the user interface)

9. Position Move Speed range: 0.01 to 32 ft/s

v. Emergency Stop: The carriage must have the ability for an operator to stop the carriage in the middle of a run. The deceleration on the E-stop should be the same as the deceleration programmed for the specific run it is initiated during.

1. An operator shall be able to stop the carriage from the control room and from the carriage itself. The carriage E-Stop location shall be within arms reach of the data-collection instrumentation rack.

2. The emergency stop control shall include a physical e-stop button.

vi. Pulse Feature: There shall be the ability to generate a TTL pulse that can be integrated into the data collection system when the carriage arrives at a pre-programmed location.

b. Software: The software shall consist of two general categories: operator control of the carriage and history and error log from the control software. The contractor shall provide software training/training materials.

i. The operator control software shall be presented in a graphical user interface, including help features to explain the significance of each entering argument.

1. All documentation shall be in English and grammatically correct in the United States of America.

2. The user shall be able to select either metric or English units.

ii. The operator shall be able to specify the start and stop locations of the carriage for each run with default conditions set by the user.

iii. At a minimum, the carriage control software graphical user interface shall be equipped to enable an operator to input parameters for speeds and accelerations within a run as specified below.

1. The operator shall be able to program in the different speeds and times at each speed and the control system will ramp the carriage up to the next speed automatically.

2. The operator shall be able to program the acceleration of each speed transition within a run. This may be accomplished by allowing the operator to provide move profiles for the carriage along the tank.

iv. The operator shall be able to link the carriage start to signals from the wavemaker to allow the model and waves to be synchronized.

v. The history and error log should provide a log history of each carriage run and any errors that occurred during the run.

1. The log shall include the carriage position and velocity as a function of time. It shall be possible to integrate this output into the data collection system.

2. The error outputs should allow the operator to identify the type of error with enough information to diagnose issues.

c. Carriage Control System:

i. The carriage control system shall make use of the existing electric motors for the carriage drive.

ii. The carriage control shall measure the carriage position to within 3 mm (0.12 in).

iii. The drive system shall be protected against over voltage, over current, thermal, and short circuits.

iv. The carriage must be fully controllable from the control room located near the beach end of the tank. There must also be the ability to enter controls when operating on the carriage itself.

v. The carriage control system shall allow for preset ‘parking’ locations at a minimum at each end of the tank.

vi. The contractor shall perform validation testing and tuning of the carriage control system performance.

d. Electrical System:

i. All power and feedback sensor interconnecting wiring shall be insulated and protected against physical damage per local building codes and the National Electric Code.

ii. The control system shall use the existing power distribution system in the 380 FT Towing Tank which consists of a 480 V, 1000 Amp panel with step-down transformers to convert this into lower voltages to power the control components at 120 V. The 2 General Electric 200 HP DC motors are rated at 240 V, 670 Amps.

iii. Connectors shall be corrosion and humidity resistant and engineered to function the entire life of the system.

iv. Cable wire trays shall be formed of non-corrosive and non-conducting materials. Cable and wire trays shall be either positioned where they will not be stepped upon or sufficiently strong to resist stepping.

e. Safety: The ability to reliably and consistently stop the carriage as desired is critical.

i. The system shall produce an audible signal three (3) seconds prior to carriage operation. The audible signal shall be audible from along the red deck, on the carriage, and in the control room.

ii. The carriage control system shall reliably stop the carriage within 10 mm (0.4 in) of the desired stopping location when operating at maximum speed (32 ft/s) under Normal Speed Control. For Position Move the carriage shall stop within 6 mm (0.25 in) of the desired stopping location at 1.5 ft/s.

iii. The electronic control system shall be able to be reset from the control room.

iv. Failsafe modes shall be used at all times for the system design.

f. The carriage control system will be designed with a planned life of 20 year design life.

g. Reliability: Required maintenance downtime should be minimized and not exceed 3 days per year with a possible long-term maintenance period of not to exceed 12 days every 3 years.

h. Maintenance:

i. The contractor shall provide a manual with planned maintenance including frequency, required training or skill level, required special tools, and detailed procedures for all tasks. The manual shall contain a troubleshooting guide listing symptoms and likely causes and remedies.

ii. The contractor shall train USNA/NAHL staff on the carriage control system and carriage control software operations and maintenance.

iii. The carriage control shall not require more than 24 labor hours per year for regular scheduled inspection and maintenance. All regular maintenance shall be performed by the NAHL staff.

i. Warranty: The contractor shall provide a warranty for a period of one year from the date of acceptance. All scheduled on-site inspections and maintenance shall be included.

5. Deliverables. The primary deliverable for this procurement effort is one, calibrated, fully-operational carriage control system for the NAHL 380 FT Towing Tank.

The contractor shall prepare the following material for a Preliminary Design Review:

· System hardware and software test plan outline

· Operator manual outline

· Carriage control algorithm software demonstration

· Data entry screens and GUI drafted

· Draft manufacturing plan indicating schedule, critical paths items, etc.

The Government will provide written comments. The Contractor will respond with a written response and plan of action to address comments before the Critical Design Review.

The contractor shall prepare the following information for the Critical Design Review:

· Refined carriage control software screens and command tree

· Draft test plan

· Draft operator manual

· Draft maintenance manual

· Address all Government comments from the Preliminary Design Review

· Final GUI formats

· Final I/O data requirements

· Final manufacturing plan for hardware, electrical and software indicating Critical Path items where necessary, priority purchases and expected completion milestones for major components.

The Government will provide written comments. The Contractor shall provide additional data, analyses, or other material to address all comments. The Government will authorize the Contractor to commence fabrication of the system hardware.

The final deliverables shall include the following:

a. The carriage control system Bill of Materials (BOM).

b. The carriage control system operating procedure and troubleshooting guide.

c. The carriage control software, including training and training materials to operate the system.

d. A master hardcopy set of all electrical and mechanical engineering drawings

e. Hardcopy sets of electrical schematics showing interconnectivity of all components, protection, and complete technical specification for all parts

f. Copies of digital versions of all electrical and mechanical drawings

g. Hardcopy sets of O&M and Troubleshooting manuals

h. Copies of digital versions of O&M and Troubleshooting manuals in PDF format

i. Complete procurement data for all purchased parts including contractors in house part number and the original supplier if the parts were manufactured by a third party

FOR REFERENCE ONLY (TO BE INCLUDED AS AN ATTACHMENT)

380 FT Towing Tank United States Naval Academy Naval Academy Hydromechanics Laboratory

This is a reference for developing the Statement of Work (SOW) for a new carriage control system to replace the existing Naval Academy Hydrodynamics Laboratory (NAHL) carriage control system in 380 FT Towing Tank at the USNA.

The 380 FT Towing Tank is described as follows:

This tank is equipped with two towing carriages, a dual-flap wave maker, and a wave absorbing beach. The smaller carriage is lighter and capable of towing small models at higher speeds. The larger carriage is heavier and used to tow large models at lower speeds. Both carriages are set up with platforms to carry ten or more students, allowing close-up observation of the underway test subject/model. The center section of the tank’s beach can be lowered to allow access to a finger pier for ballasting and setting up experiments while the tank is being used for other tests. Measurements from sensors on towed models are monitored and recorded using an onboard computer. Digital measurement records and live HD video signals are transferred to the shore-based control room using wireless networks. Measurement records can be evaluated/analyzed onboard the carriage and in the control room.

This tank has been used to test a wide variety of models, including ships, submarines, planing hulls, hydrofoils, surface-effect craft, SWATHs, sailboats, offshore platforms, wave buoys, diving systems, mine arrays, pilings, etc. The tank has also been used to study wave motions and forces without the use of models.

Nominal Dimensions of the Facility:

Length = 380 FT (116.0 m) Breadth = 26 FT (7.9 m) Depth of Water = 16 FT (4.9 m) Carriage Travel = 270 FT (82.0 m) for typical operations, with ability to extend to physical limits

Description of Carriage:

1. High-Speed – 11,000 LB box girder, steel wheels, round rails; maximum speed 40 FT/S (12.2 m/s).

2. Low-Speed – 22,000 LB box girder; maximum speed 25 FT/S (7.6 m/s).

Type of Drive System and Total Power:

Shore-mounted motors with twin tow cables; two motors @ 200 HP (150 kW) with 400% overload capability; controlled from shore using a computer-driven touchscreen.

Other Capabilities:

Large and small horizontal planar motion mechanisms (PMMs).

Open-water propeller testing.

Current-driven turbine testing.

Wave Generation Capability:

Regular, irregular, and transient water waves; wave frequency range of 0.25 Hz to 1.50 Hz.

Existing Wave Maker Type:

Dual-flap, servo-hydraulic control with dry back.

Beach Type and Length:

Four layers of 2 IN (5 cm) square tubes, 60 FT long (18 m); nominal slope of 1:5.

Instrumentation:

Sensors and amplifiers for measuring: force, moment, distance, angle, rotation rate and position, velocity, acceleration, inertial motion, wave elevation, water particle motion, pressure; multiple 16-bit analog-to-digital, USB-based data collection systems with sample rates of 20KHz+.

Examples of Tests Performed:

Resistance, self-propulsion, seakeeping, open-water propeller, horizontal planar motion, various tests of fixed and moored ocean structures, hydrodynamic forces on submerged bodies, foils (etc.), capsize and dynamic stability tests, flow visualization, basic ocean wave mechanics, etc.