The Technology Direction and Challenges of Autonomous Underwater Vehicle (AUV) Methodology Within Canada’s Underwater Surveillance Community UI 2020 (New Orleans, LA) Joe Podrebarac P.Eng, PMP Above Water Warfare Sensors, Weapons and Mine Countermeasures Jim Covill Lloyd’s Register Applied Technology Group (ATG) Tim Dunbar Lloyd’s Register Applied Technology Group (ATG)
About the topic… • This presentation describes the ongoing program to examine and define various AUV parameters beyond standard manufacturer/Original Equipment Manufacturer (OEM) levels including: – Measurement of the various signature characteristics of an AUV; namely determination of the Acoustic, and Magnetic Signatures using Canadian DND Influence Ranges. – Survey characteristics via study and discussions with other navies through OEM, direct measurement in field using a Mine Garden off CFAD Bedford. – Examine operational tactics via in field evaluation of under ice operations to determine capabilities and limitations and develop a risk and hazard matrix – will require some ice guarding of control surfaces.
The RCN and AUVs • RCN conducts seabed intervention in support of routine and contingency operations. • Use of an autonomous vehicle allows seabed intervention (search, location and identification of objects) with clearance diving being reduced to identification and/or recovery of objects). • AUVs reduce personnel risk and increase efficiency as AUVs can cover greater areas and provide recordings of searches. • Under-ice situations further restricts the ability to use currently implemented capabilities and methods.
Shallow Seabed Intervention Exploitation Program • The purpose of this program is to bring together technical and operational stakeholders (with support organizations) together to brainstorm a three year program to measure and quantify performance of AUVs, examine the limits of operational conditions beyond OEM design, define scenarios (current and future) RHIB Deployment VIP
Shallow Seabed Intervention Autonomous Underwater Vehicle (SSI AUV) • The REMUS 100 delivered was the “new generation” REMUS 100 fitted with a 300 kHz LBL and includes open architecture capability with a collocated DVL (Doppler Velocity Log) with INS freed up room in the main body of the AUV. A dual frequency Marine Sonic sonar is fitted. The AUV runs between 3 to 3.5 knots, typically optimum for energy efficiency and sonar imaging and can operate as fast as 5 knots at the expense of battery life. The INS is ITAR controlled (Kearfott T16). a.Nose Section b.VCR Module c.Modular End Cap d.Hull/Main Electronics Section e.Navigation Section f.Tail Section g.Connecting Equipment: Vehicle V-band Clamps h.Connecting Equipment: Payload V-band Clamps for VCR Module
Initial Deployment • The REMUS 100s were deployed at Trident Juncture within days of operator training completion. This month long operational excursion utilized the AUVs in accordance with design parameters.
How they did… • The battery life for these AUVs is rated for 12 hours and during operations at Trident Juncture, approximately 8 hours of life was consumed and capacity never went below roughly 35%. The OEM internal software on the REMUS 100 prevents operation below approximately 20-25% with actual battery life depending on sensor payload, speed, currents, etc. with recharge to 80% in a short time. HMCS Summerside
How they did… • The REMUS 100 is rated for 100m depths and the AUV will not go below approximately 105m which was verified during Trident Juncture. INS navigation track errors were typically between 0.5-1% of vehicle travel. • The fresh water layer must be accommodated for as it could change buoyancy making it difficult to find and/or retrieve. • 100% detection rate of targets.
The ‘Think Big’ Gathering • To explore beyond OEM design intent, participants from various fields gathered; namely; • Users – Fleet Diving Unit (Atlantic and Pacific) and Maritime Operations Group (Atlantic and Pacific) • Research – Defence Research Development Canada • Acoustic Information - Acoustic Data Analysis Centre • Oceanographic component • Test and Trials – Naval Engineering Test Establishment • Technical Support and Program Planning - Lloyd’s Register • OEM - Kongsberg Maritime Canada
Elements to be Examined (not in order of priority and not exhaustive) • The REMUS 100 is basically an off-the-self acquisition with parameters defined by the Original Equipment Manufacturer (Kongsberg) based on their assessment of industry and defence needs. Typically, the units are purchased and used within these parameters. The Exploitation Program presented here is to examine the behaviours and response of a standard unit when it is placed in new environments/situations for which previous experience/data does not exist.
Areas To Be Evaluated • Enhanced Capability • Technical • Support • Training • Operation • Tactics • Measurement • Human Factors
Enhanced Capability • Working on maritime multi-domain control system (MMDCS) in conjunction with USV and UAV, the concept is to see REMUS as part of this multi-domain system. The intention is to integrate REMUS AUVs with IVER swarms as well as integrate REMUS AUVs with each other and maintain coverage awareness and analyze the data collected.
TECHEVAL/OPEVAL • Using exercises such as RIMPAC, Trident Junction etc. to develop doctrine on how deploy REMUS 100 within operational MCM fleets. The fitted configuration, i.e. without additional or specialist sensors or set-up to define detection/recovery of the AUVs to be able to operate with other nations and share experience in terms of interoperability. • This will be a progression/evolution based on AUV familiarity as we push to extremes and define behaviors that require modification. The concept will require overrides to OEM established behaviors in terms of installed constraints, speed, running into current, buffers, time outs.
SUPPORT • Normally, systems introduced to military use are configured and supported through TIES and R&O contracts where the original set-up is maintained. • Following a concept of off-the-shelf configurations and training, the intention is to examine modern methods of self-help maintenance by operators. The concept is to have on-line tutorials for first and second line maintenance and field set-ups and leave overhauls and cyclical software upgrades to the OEM.
TRAINING • Presently, training is undertaken via a combination of OEM (Kongsberg) training modules given to the users which are supported by ‘coaching’ sessions provided from local specialists to accommodate military posting related changes in skill sets. The concept of having a virtual simulator for the AUV and the environment, collective training (class room) along with individual/ self-directed and video library training. Discussions will need to be conducted with the navy regarding dedicated operators/team and/or having all divers trained on REMUS operations.
OPERATION • Operations are now based on the capability of the AUVs and it is intended to examine operational objectives, i.e. where and how AUVs will want to be utilized. This will be a developing evolution based on AUV familiarity to push to extremes and define behaviors to be modified.
TACTICS • For mission planning, templates, procedures, adapting/blending missions development will be made for connections with NATO to assure confidence in target detection and recognition plus integration into NATO software regimes.
MEASUREMENT • The fingerprint of AUVs is important in order to be able detect assets (i.e. detect presence of AUVs during missions). • Acoustics measurements will be of signature characteristics and levels (active and passive).
Human Factors/Fatigue • Automation of Mission Planning will be examined to optimize us AUV time of use using Neptune software and integrating with Hydroid within their VIP software.
Summary • Some of the information gathering is straight forward such as acoustic and magnetic signatures, tracking accuracy issues, etc. Other aspects such as shallow water, deep water, comms, etc. are more intricate to develop. • The program conceived is to explore the capabilities and push the vehicle to its limits and potentially beyond to see what the vehicle can do. • These commercial units are under constant development and knowing current capabilities will allow the RCN to be able to evaluate upgrades such as INS improvements (non- ITAR), SAS, data storage, fitted camera, gap filler, power consumption, AUV to AUV Communications, speed against higher currents, depth to 200 m is considered to match MCM operations.
Conclusion • Our biggest challenge is simply staying abreast of the technologies and the implications and challenges they provide. • RCN personnel have come to rely on this new equipment and technologies and are not content to remain status quo – in fact the more we supply and deliver the more of us they demand. At the same time, we are constrained by budgetary realities, a requirement to maintain operational status while introducing hardware and software upgrades, and new equipment into the RCN.
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