Recent trends in maritime point towards manufacturers/OEMs taking a role as integrators delivering complete ship systems, modules, rather than individual components. Some are also taking a more comprehensive role in the operation of ships by delivering e.g. power-by-the-hour, often called servitization, or integrated product-service solutions. For the different disciplines of class to support the industry trend described above and allow increased utilization of the system specific domain experts on the Fleet-In-Service, the MIDAS project suggest a new approach to be developed in close collaboration with industry partners having a strong focus on modular integrated systems, sharing of health data and the servitization of modules.
Since the start of the project, three modules have been defined and is now in operation. On a vessel owned by the Norwegian coastal administration called OV Ryvingen, there has been installed a communications module consisting of a VSAT link, a 4G link and a 'broker' which decides which communication bearer to utilize based on e.g. availability, capacity and price. On the same ship there is also a propulsion module defined based on which part of the propulsion system is expected to be delivered in the future in more or less identical form. This module consist of a permanent magnet thruster and its associated power electronics and thruster control system. On a vessel owned by Subsea 7 called Seaway Moxie, the project has defined a navigation module consisting of typical components which comprises an integrated navigation system like ECDIS, radar, AIS, VRU, Speedlog etc.
The data from the latter vessel, FMEA sentences which is the internal language in navigation systems, has turned out to be hard to 'translate' into an easily usable format for external services, including class services. For this reason, a laboratory navigation simulator which can be modified and updated without safety concerns are now being used to develop a new way of extracting data from navigation systems to enable improved sharing of health data.
A file format based on JSON and utilizing the ISO19848 standard for data for shipboard machinery and equipment has been developed and trialed for both the Navigation module lab simulator and for the Communications module. Automatically generated data reports containing data on the topology of the module and changes to this, including both component and software changes forms the basis. In addition, automated data reports on the current health state of the components are generated and transferred from OEMs to DNV Veracity and automatically ingested using a newly developed API.
For the propulsion module, condition monitoring data are being transferred and have shown value by allowing DNV to better understand some issues with the new thruster product KM has delivered. A simulator demonstrator including both thruster simulations and thruster control SW has been demonstrated using the Open Simulation Platform, and it has been explored how certain class requirements can be verified using such technology. Also a modular Reliability, Availability and Maintainability (RAM) model for building full vessel RAM in a cost-efficient manner has been demonstrated.
Further, for class survey items not covered by condition monitoring, alternative approaches has been explored for the propulsion module. In particular a new approach for verifying class compliance called 'Self-Verifying System' (SVS) has been tested utilizing operational data collected during normal routine operation to verify that the system succeeds in a test which is normally done once every 5 years during renewal surveys. As such the 'test' can be done more often and under much more varied conditions without any human intervention, allowing faults to be discovered and followed up sooner.
In summary, a full dashboard demonstrator using both sensor and events data for reporting of topology and health has been demonstrated. Data is automatically generated by OEM using standardized equipment names, transferred to DNV in a standardized format and automatically ingested to Veracity for compliance checks. The dashboard features a three structure of ship systems showing both current health status and compliance status along with historical health and topology graphs.
Prosjektet har skapt mye oppmerksomhet internt hos partnerene. Det er sannsynlig at deler av konseptet utforsket i dette prosjekt vil ha betydning for hvordan deling av data og dokumentasjon av status til utstyr vil rapporteres etterhvert som digitaliseringen for alvor slår inn i maritim bransje.
For eksempel er det igangsatt et forskningsprosjekt kalt VidaMeco, hvor Telenor Maritime og DNV fortsetter samarbeidet og sikter på å utvikle et konsept for et komplett HW og SW system som på sikkert vis kan samle og dele data mellom relevante parter og samtidig garantere at ingen kan manipulere data som er samlet inn.
Det er forventet at deler av konseptet utforsket i MIDAS vil bli videreført som en del av digitaliseringen som foregår i maritim industri, og at konkret SW som har blitt utviklet vil bli brukt i fremtidige produkter. Effekten man håper på er økt sikkerhet på en effektiv måte gjennom å bruke nåværende tilstand og historiske data til å forbedre sikkerhet kontinuerlig.
Recent trends in maritime point towards manufacturers/OEMs taking a role as integrators delivering complete ship systems rather than individual components. Some are also taking a more comprehensive role in the operation of ships by delivering e.g. power-by-the-hour, often called servitization, or integrated product-service solutions. By doing this, they transfer risk from the ship owner to themselves by being responsible for integration, testing, condition monitoring and maintenance and promising a contractual uptime on the equipment.
For the different disciplines of class to support the industry trend described above and allow increased utilization of the system specific domain experts on the Fleet-In-Service, the MIDAS project suggest a new approach to be developed in close collaboration with industry partners having a strong focus on modular integrated systems and the servitization of these.
Integrated modules which consist of the subsystems required to fulfill a set of main functions are to be developed with associated demonstrators for three specific modules, namely Navigation, Data handling and Communication and Power and Propulsion.
In order to design these modules and facilitate servitization, or 'power-by-the-hour', there is a need for a comprehensive plan for remote monitoring of the condition and performance of these modules since such monitoring is a key enabler for a centralized servitization concept.
The product-service business model (servitization) creates an incentive for continuous improvement, since the OEM will profit directly from this, which is necessary to reach the ultra-high robustness and reliability needed for functions to be fully automated on unmanned ships of the future.