569 lines
17 KiB
Plaintext
569 lines
17 KiB
Plaintext
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\pdf_title "Linear Predictive Speech Synthesizer"
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\pdf_author "Andy Pack"
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\pdf_subject "EEEM030 Speech & Audio Processing & Recognition"
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\begin_body
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\begin_layout Right Footer
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Andy Pack
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\end_layout
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\begin_layout Left Footer
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October 2020
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\end_layout
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\begin_layout Left Header
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Sustainable Cable Ship - Group 1
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\end_layout
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\begin_layout Section
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Vessel Technical Study
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\end_layout
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\begin_layout Subsection
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Electrical Propulsion
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\end_layout
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\begin_layout Standard
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The design of the vessel propulsion system is a critical factor in the final
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design for the project.
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The propulsion will have a significant influence on other factors of the
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design as well as being one of the main opportunities to reduce the operational
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carbon footprint.
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Working from the brief, the design of the propulsion system will be particularl
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y focusing on two specifications, that of net-zero carbon operations and
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having a modular design facilitating a possible retrofit in the future.
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\end_layout
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\begin_layout Standard
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Investigations were made into fully renewable electricity generation for
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the purpose of propulsion without chemical fuels.
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The main form of renewable electricity to have maritime applications would
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be solar.
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\end_layout
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\begin_layout Standard
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Solar-powered ships have been commercially available for around 30 years
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however they are typically not of the same form factor as that being pursued
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here, tending towards smaller ferries and river or canal settings as opposed
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to sea-faring industrial vessels.
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Currently, the largest completely solar-powered ship is the Swiss
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\noun on
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Tûranor PlanetSolar
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\noun default
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, the first solar electric ship to circumnavigate the globe.
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Standing at 30m long, the vessel is at least half the length of typical
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cable ships, it is not an industrial craft and was instead designed as
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a luxury yacht.
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The deck of the vessel is also almost entirely covered in solar cells,
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an impractical design point for an industrial ship.
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\end_layout
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\begin_layout Standard
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In order to evaluate the efficacy of a solar-powered propulsion system,
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estimations were made using the average deck area and propulsion power
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requirements of the existing fleet of cable laying and maintenance vehicles.
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A range of solar panels were included in an effort to find the highest
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energy density possible.
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Even with the generous and somewhat unrealistic assumptions that the panels
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could produce their maximum rated power for 8 hours a day with 50% coverage
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of the deck, only 1% of the required power could be provided by the solar
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array, see appendix
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\begin_inset CommandInset ref
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LatexCommand ref
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reference "sec:Solar-Power-Estimations"
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plural "false"
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caps "false"
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noprefix "false"
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\end_inset
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.
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Ultimately, a fully solar-powered industrial ship of scale being pursued
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in this project is not currently viable, despite solar being one of the
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most promising for such an application.
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\end_layout
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\begin_layout Subsection
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Modular Propulsion
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\end_layout
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\begin_layout Standard
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Some of the power generation methods discussed are not currently viable
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for the scale of vessel and endurance required.
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Many are close to being viable and will soon allow net-zero carbon operations
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with the feasibility of current fossil fuel solutions.
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With this and the design principle of modulation in mind, one method to
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allow retrofitting more advanced power generation in the future would be
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to abstract the power generation away from it's application in vessel propulsio
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n.
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\end_layout
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\begin_layout Standard
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In doing so, the propulsion system could be divided into two areas of concern,
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power generation and drive.
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\end_layout
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\begin_layout Subsubsection
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Generation
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\end_layout
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\begin_layout Standard
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The generation stage of propulsion would include methods of generating electrici
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ty for the drive stage.
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This would include the power generated by chemical fuels as described in
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section NICK-PROPULSION and any renewable energy contributing to the propulsion
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of the vessel.
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Those systems not directly producing electrical power would include methods
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to transfer it, for example an alternator can be used to turn mechanical
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energy from a combustion engine to AC current.
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\end_layout
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\begin_layout Subsubsection
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Drive
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\end_layout
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\begin_layout Standard
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The drive section includes methods to store the energy from the generation
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stage and the thrust mechanisms, be they water jets, propellors or an alternati
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ve.
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Although, in theory, the generation stage could be directly connected to
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the thrust methods, the inclusion of energy storage provides a buffer to
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smooth power draw spikes.
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This would reduce the need to increase the power being generated to serve
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periods of high power draw.
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If used, this would allow combustion engines to run in their most efficient
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states, partially decoupled from the power draw.
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\end_layout
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\begin_layout Subsection
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Onboard Operating Systems
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\end_layout
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\begin_layout Standard
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To operate effectively at sea, the ship requires a number of systems to
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aid in navigation and control.
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Many of these are standard for marine operations, the scope of systems
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being used must be considered in order to estimate power usage, this will
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have implications on the wider power systems including propulsion.
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With part-electric propulsion including batteries, designs could include
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powering the onboard systems from this battery set or from a separate array.
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Additionally, final designs could generate power for these systems using
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onboard renewable energy such as solar power or from the combustion engines,
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the use of renewables would be favoured in order to contribute to the goal
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of net-zero carbon operations.
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\end_layout
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\begin_layout Subsubsection
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Navigation
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\end_layout
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\begin_layout Standard
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The use of a maritime radar system is critical for safety when maneuvering
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at-sea and close to shore.
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By measuring the reflections of emitted microwave beams, possible collisions
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both static and mobile including other ships and land obstacles can be
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identified and avoided.
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This allows safe movement even without any visibility.
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\end_layout
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\begin_layout Standard
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A sonar system is also standard for maritime operations.
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While radar provides mapping of obstacles at the surface, sonar typically
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maps below the water.
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In its simplest form this provides depth information, more advanced systems
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can provide more extensive mapping of the surroundings.
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\end_layout
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\begin_layout Standard
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Finally, a satellite navigation system such as GPS or Galileo will provide
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global mapping when navigating throughout the mission life-cycle.
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\end_layout
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\begin_layout Standard
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These systems will serve as inputs to the higher-level navigation systems
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including autonomous control and dynamic positioning.
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Originally designed merely to hold a course, autonomous piloting systems
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are now capable of performing SLAM (Simultaneous localisation and mapping)
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to construct an intelligent and dynamic course that will reroute around
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objects, be they other ships or land masses.
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\end_layout
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\begin_layout Standard
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Dynamic positioning is in many ways similar to the more intelligent autonomous
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systems described above.
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Originally used for offshore drilling operations, dynamic positioning systems
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are responsible for keeping a ship static, counteracting the moving ocean
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and wind.
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Advanced systems provide reliability and redundancy likely beyond the requireme
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nts of this project,
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\end_layout
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\begin_layout Quote
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Operations where loss of position keeping capability may cause fatal accidents,
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or severe pollution or damage with major economic consequences.
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\end_layout
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\begin_layout Standard
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A suitable system for the repair operations taking into account it's capabilitie
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s and cost with be important during the design.
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\end_layout
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\begin_layout Subsubsection
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Communications
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\end_layout
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\begin_layout Standard
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The ship will be fitted with a VHF (Very high frequency) radio system, standard
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for maritime ship-to-ship, ship-to-shore and possibly ship-to-air communication
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s.
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With transmitters limited to 25 watts, the radio has a range of roughly
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100 kilometers which would not typically be useful for ship-to-mission
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control communications, this use case would be provided by an internet
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connection.
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\end_layout
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\begin_layout Standard
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Supplementing the collision avoidance provided by the radar system, the
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use of a VHF radio with AIS (Automatic identification system) capabilities
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provide additional information to passing ships.
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Ships broadcast messages including a unique identifier, status (moving,
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anchored), speed and bearing.
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Advanced systems can also relay information from other ships, creating
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a mesh network.
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\end_layout
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\begin_layout Standard
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The ship should have multiple gateways to the wider internet.
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While berthed, the ship should be able to directly connect to the main
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depot, whether physically with an Ethernet cable alongside shore-power
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or via a high-strength wireless connection.
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\end_layout
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\begin_layout Standard
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While at sea, the ship should be connected to the internet via a satellite
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connection.
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Satellite connectivity presents limited speed at a high price however it
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is one of the only methods to ensure consistent connectivity throughout
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the ship's operating range.
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With speeds typically below 1Mbps, specific QoS and flow controls would
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be necessary to prioritise mission critical traffic over user activity.
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\end_layout
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\begin_layout Subsubsection
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Auxiliary
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\end_layout
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\begin_layout Standard
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Other, more boilerplate, systems should be also included.
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This would include onboard lighting, both internal and external and an
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audio system for tannoy broadcasts.
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\end_layout
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\begin_layout Subsection
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Mission Ops - ROV
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\end_layout
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\begin_layout Section
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Depot Technical Structure
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\end_layout
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\begin_layout Subsection
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Interaction with Ship
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\end_layout
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\begin_layout Subsubsection
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Network Architecture
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\begin_inset CommandInset label
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LatexCommand label
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name "sec:Network-Architecture"
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\end_inset
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\end_layout
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\begin_layout Standard
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In designing a distributed cable repair environment across a depot and ship
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where digitalisation is a key design parameter, a secure and flexible network
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layout is critical.
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\end_layout
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\begin_layout Standard
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The final environment will likely consist of between 2 and 3 networked sites
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depending on the physical layout of the depot, some of these sites should
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have bi-directional communications with the others.
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One of the critical design parameters will be security, both internal and
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external.
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External security includes protecting the network from outside actors with
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a firewall, access can be controlled with a virtual private network (VPN).
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Internally, security can be controlled using virtual LANs or VLANS.
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VLANs allow logical grouping of connected devices in order to specify rules
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defining who else on the network can be communicated with.
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\end_layout
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\begin_layout Standard
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The structure of the network designed for the separate leisure facilities
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will depend upon it's location compared to the main depot.
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If the leisure facilities are directly co-located with the main depot then
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one large network could be constructed across both of the buildings.
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This could be done physically or with a wireless connection however a wired
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connection would be preferred for speed and stability.
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\end_layout
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\begin_layout Section
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Digitalisation
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\end_layout
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\begin_layout Standard
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The concept of digitalisation has a somewhat broad definition, sometimes
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dependent on the domain and context in which it is used.
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For the purposes of this project, the following adequately describes the
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goal being pursued,
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\end_layout
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\begin_layout Quote
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The use of digital technologies to change a business model and provide new
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revenue and value-producing opportunities; it is the process of moving
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to a digital business.
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\begin_inset CommandInset citation
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LatexCommand cite
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key "gartner-digitalization"
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literal "false"
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\end_inset
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\end_layout
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\begin_layout Standard
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The most relevant areas within which to explore the process of digitalisation
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are the ship and mission operations, approaching what could colloquially
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be deemed a
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\emph on
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Smart Ship
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\emph default
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.
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\end_layout
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\begin_layout Standard
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As included in the discussion of the network layout, there will be server
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computation capabilities on the ship.
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Through the use of virtualisation, this hardware could be used both for
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network services and additional computation.
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These capabilities could be utilised for fields including AI and machine
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learning.
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\end_layout
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\begin_layout Standard
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Combining bi-directional communication between ship and depot with local
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computation, mission coordination and could be made more efficient.
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Simple implementations could include live mission details being passed
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from depot-to-ship such as fault locations and equipment requirements and
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live,
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\emph on
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heartbeat
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\emph default
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-like data being passed back to the depot such as location, speed, battery
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and fuel levels.
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\end_layout
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\begin_layout Standard
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One of the main limitations would likely be the limited internet speed and
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latency of a satellite connection.
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It will be critical to ensure that, where possible, calculations with results
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relevant to the ship are computed locally in order to reduce the required
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bandwidth of the limited connection.
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\end_layout
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\begin_layout Standard
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\begin_inset Newpage newpage
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\begin_layout Section
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\start_of_appendix
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Solar Power Estimations
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\begin_inset CommandInset label
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LatexCommand label
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name "sec:Solar-Power-Estimations"
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\end_layout
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\begin_layout Section
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Nuclear Extract
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\end_layout
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\begin_layout Standard
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Nuclear energy is a proven technology for vessels of this size however there
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are many caveats that effectively discount it from applications in this
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project.
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Despite effectively producing zero emissions, the required infrastructure,
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|
specialists, liability, and safety requirements are far beyond the scope
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of this project, insuring the vessel would also be a significant obstacle.
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For these and other reasons, nuclear marine propulsion is still mostly
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limited to military vessels.
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\end_layout
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\end_body
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\end_document
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