Request for Information (RFI) - Integrated Power System (IPS) for DDG(X)

Synopsis:

The Naval Sea Systems Command (NAVSEA) is hereby issuing a Request for Information (RFI) on behalf of the DDG(X) Guided Missile Destroyer Program Office (PMS 460), seeking information from power and propulsion equipment manufacturers, power systems integrators, academia, and other interested parties to support the design and development of the ship propulsion system for the DDG(X) Guided Missile Destroyer. This RFI is for informational and planning purposes only and shall not be construed as a request for proposal, request for a quote, or as an obligation on the part of the government. There will not be a solicitation, specifications, or drawings available. There is no funding associated with this announcement.

DDG(X) Overview:

PMS 460 is responsible for the planning, design, development, ship acquisition of the DDG(X) Guided Missile Destroyer, and to successfully transfer the ship to the Fleet. The DDG(X) program will leverage the DDG 51 Flight III combat system, feature flexible power and propulsion, while identifying and evaluating the integration of non-developmental systems into a new hull design with space, weight, available power, and cooling (SWAP-C) margins and reservations to accommodate future platform flexibility and growth opportunities to meet future Fleet requirements.

On the same day as the release of this RFI, July 15, 2024, the Navy (PMS 460) will conduct a DDG(X) Power and Propulsion Industry Day. The objective of this Industry Day is to provide the power and propulsion system industry base with situational

awareness of high level ship and power and propulsion requirements derived from Top Level Requirements (TLRs);   the role of the PMS 460 organization and relationships with key governmental and industry stake holders; upcoming procurements in support of land based testing; the present status of power and propulsion design trade space; plans for power and propulsion digital engineering, surrogate testing at a Navy land-based test/engineering site to reduce critical system risks, and overall risk management plans; shipbuilders role as power and propulsion integrator; and integration of the power and propulsion system in the DDG(X) notional ship concepts. Digital engineering will be a collaborative activity with the Navy, by way of the Naval Surface Warfare Center Philadelphia Division (NSWCPD) and the Florida State University Center for Advanced Power Systems (FSU-CAPS), whom the Navy has contracted with to assist with Model-Based Systems Engineering (MBSE) in advance of surrogate and full scale testing at NSWCPD.

A key theme from the Industry Day is the Navy’s intent to use non-developmental technologies for power and propulsion to reduce risk, since the Navy sees the biggest risk being the integration and control system  elements into the unique DDG(X) configuration that need to be reduced through land-based testing to minimize discovery during ship construction and activation. The Navy also noted the need to collaborate with industry to jointly develop several processes going forward: (1) for information established for power and propulsion to be shared with the broader industry base; (2) to leverage industry Internal Research and Development (IRAD) investments in hardware and simulations to reduce risk for DDG(X); (3) to receive from industry computer simulation models for any major hardware component to then run those simulations in the context of a complete power and propulsion system; and (4) to identify other industry equipment that can be used for test and characterization in a power and propulsion system that may be available for evaluation. This RFI will aid in the evolution of these processes in the near term.

The Navy has allocated functionality within the DDG(X) IPS into the following areas: Power Generation (POG) providing electrical power to all electrical and propulsion loads on the ship; also includes intakes and uptakes providing gas turbine and/or diesel engine combustion air intake and exhaust paths for generators. Propulsion (PRO) comprised of two shaft lines powered by propulsion motor drives and/or mechanically coupled gas turbines to provide for ship’s propulsion; also includes the propulsion shafting system providing the interface from output of the propulsion motors and/or reduction gears to the ship’s propellers to generate thrust. Power Distribution Primary (PDP) for transmission of electrical power to the propulsion system and load centers; comprised of medium voltage switchboards arranged in a radial or zonal configuration to distribute 4160 VAC or 13.8 kVAC throughout the ship. Power Distribution Secondary (PDS) for transmission of electrical power from load centers to individual loads throughout the ship in a zonal or radial distribution architecture incorporating transformers at the PDP/PDS interface. Electrical Plant Controls (EPC) is the subsystem responsible for monitoring and controlling interactions between all the other subsystems as well as power management that ensures the power demanded by propulsion and ship service loads does not exceed generating capacity and transition management responsible for reconfiguring the electric plant when alternative lineups are needed.

The Navy (PMS 460) will establish a data accession list (DAL) for the power and propulsion industry base, and the first artifact to be contained in this data repository will be the presentation materials briefed at the July 15, 2024 DDG(X) Power and Propulsion Industry Day. While those in attendance received this material, for those not in attendance, and those wishing to continue to receive limited distribution controlled unclassified information pertaining to the DDG(X) power and propulsion system, a request must be sent to Michelle Singer at michelle.s.singer2.civ@us.navy.mil and Kimberly Chaney at Kimberly.a.chaney2.civ@us.navy.mil Upon verification that the requestor is a bona fide U.S. Department of Defense (DoD) contractor familiar with the procedures to handle technical data packages that may include limited distribution information the entity will be placed on a distribution list for this information. Evidence in the form of an executed DD Form 2345 (MILITARILY CRITICAL TECHNICAL DATA AGREEMENT) signed by both the DoD and Canadian Official will be required prior to receipt. Note: only completed DD Form 2345s signed by the US and Canadian designated officials will be accepted and not incomplete forms signed only by the company. Prior submission of the DD Form 2345 can be verified at the e-mail addresses noted above in lieu of retransmission. The validity date on the DD Form 2345 will equate to the duration of access unless replaced subsequently by a renewed DD Form 2345.

Request for Information / Responses:

It is with the above understanding that PMS 460 seeks responses from the surface combatant power and propulsion system industry base to the questions below and also seeks comments on the provided documents referenced above.

DDG(X) Propulsion Trade space:

As a result of changes to the DDG(X) Top Level Requirements, the Navy is reevaluating potential power and propulsion architectures. With information the Navy has collected from previous RFIs and other sources, a fully electric IPS system or a mechanically boosted IPS system have been identified as the trade space for power and propulsion architectures that will meet DDG(X) requirements for power and propulsion. The Navy is seeking to understand the latest industry capabilities to inform the DDG(X) power and propulsion system.

Major Trade Space Equipment:

• Electric Propulsion System (Drives, Motors ,Dynamic Brakes, electric motor isolation breakers)
• Propulsion Gas Turbines
• Main Reduction Gear (Locked train double reduction driven by one or two gas turbines)
• Clutches (Reduction gear input and output clutches)

Propulsion System Trade Space:

• Technology Readiness Level 6 or higher
• Power Feed to Electric Propulsion System of13.8kVAC or 4160VAC

• Propulsion shafting RPM trade space  between120-160 rpm
• Total Propulsion Shaft Power trade space between68-76 MW
• Electric Propulsion System Output Power trade space between 12-32MW (6MW to 16MW per shaft)
• Gas Turbine Output power trade space between 44-88MW (22MWs to 44MWs per shaft)
• Gas Turbine Output rated RPM trade space between3000-9000rpm

For all responses that are provided please qualify the data beginning provided to allow understanding of the context of what has been provided. (for example; existing, estimated, ROM, published, demonstrated, etc.). After receipt and review of the provided information, follow-on discussions will be as required to clarify received by PMS460:

1. General Power and Propulsion System Queries (For all equipment/components under the propulsion system trade space offered by your company for DDG(X)):
   1. Provide historic performance of propulsion trade space components, current product lines and highlight those which are military applications?
   2. Provide Facility capabilities that reside in the US and those that reside outside the US?
   3. Capability to design/manufacture the DDG(X) trade space equipment, predict equipment performance and then verify predictions?
   4. Please provide relevant examples in the last 10 years.
   5. Provide means to quantify technical support availability?
   6. Provide product availability and whether the products are currently in use in Navy applications?
   7. If products are currently in production what modifications could be made to the product to meet military requirements?? Would modifications have any detriment to product performance or reliability?
   8. Industry’s perspective on the PROs/CONs of combined diesel electric and gas turbine (GT) CODLAG vs  combination of diesel electric or GT (CODLOG) propulsion systems when  driving a fixed pitch propeller
   9. Description of existing component engineering and design capability, including whether the technical resources are located in the United States or overseas, and existing site facility clearance levels.  If additional capabilities are actively being implemented or are planned in the near future, please describe those as well. However the emphasis of the response should be on capability that exists and is available today and whether that capability resides within the USA.
   10. Description of existing component manufacturing and testing (performance, including acoustic performance testing) capability, including whether the resources are located in the United States or overseas, and existing site facility clearance levels.  If additional capabilities are actively being implemented or are planned in the near future, please describe those as well, however the emphasis of the response should be on capability that exists and is available today, along with whether or not that capability resides in the USA today and whether any planned new resources will reside within the USA.
   11. Summary of recent combatant propulsion system design references.  Please identify specific ship classes, key standards/specifications for the system, the input power and RPM, the output power and RPM, and any unique design features of note.  Please categorize as follows:
       1. Design of the propulsion system to naval standards (please specify to which standards)
       2. Design of the propulsion system to naval combatant standards with shock hardening requirements (please specify to which standards
   12.  Design of the propulsion system to naval combatant standards with shock/vibration hardening and structure borne noise performance requirements, including prediction of shock and structure borne noise performance (please specify to which standards), a summary of recent combatant component manufacturing references.  Please identify specific ship classes, key standards/specifications for the equipment, the input power and RPM, the output power and RPM, and any unique design features of note.  If not designed in-house, please indicated what entity performed the design. Please categorize as follows:
       1. Manufacturing of the component to naval standards (please specify to which standard
       2. Manufacturing of the component to naval combatant standards with shock hardening requirements (please specify to which standards
       3. Manufacturing of the component to naval combatant standards with shock hardening and structure borne noise performance requirements, including prediction of shock and structure borne noise performance (please specify to which standards)
   13. Provide approximate lead times to design, manufacture, factory test and deliver the component to a land-based testing (please provide duration for each of these major categories of activity and identify to what extent they overlap). Please cite how these time frames compare to prior first of class equipment the supplier has designed, manufactured, factory tested (including any limitations on power and endurance test durations), and delivered to NSWCPD.   Please provide lead times for government to receive Preliminary Interface and Final Control Documents (ICDs) after contract award. Please provide schedules assuming a propulsion shaft line with a reduction gear with a single input from a large marine gas turbine, a single output, and design to the following generic standards/ specifications for each of the following three scenarios:
       1. USN naval standards (or other navy standards if no USN experience)
       2. USN naval combatant standards with shock hardening requirements (or other navy standards if no USN experience)
       3. USN naval combatant standards with shock hardening and structure borne noise performance requirements (or other navy standards if no USN experience)
       4. Have any hybrid systems used power take-off (propulsion derived ship service) on commercial vessels or naval applications of similar size?  What has been the experience
       5. What capability exist to support testing in factory facilities? What restrictions exist such as ability to fully load equipment? Is equipment capable of being tested in conjunction of real time modeling?
2. Propulsion Clutches:
   1. A range of sizes, weights, torque and power levels of clutch concepts that can support the propulsion trade space on the input and output of the reduction gear. Also provide maintenance envelopes.
   2. Types/Technologies available?
   3. Space, Weight, Auxiliaries, Power and cooling required for each clutch type/technology.
   4. Provide ability to lock in/lock out clutch from shaftline
   5. Industry’s assessment on whether a clutch is required on the high-speed side of the reduction gear.  (i.e. hold main reduction gear (MRG) with PGT power turbine shaft brake, release the unloaded MRG along with the power turbine, and then engage to the propulsion shaft on the LS side of the MRG)
   6. What restrictions might be for engaging/disengaging the clutch
      1. Is this transition expected to be “soft” or “hard” 
      2. How much time is required to engage or disengage the clutch?
      3. What are the input to output side clutch shaft speed limits, if any, for engaging and disengaging the clutch?  What happens if these limits are exceeded?
   7. Will the clutches require the shaft to be stopped to engage/disengage and/or to lock the shaft out?
   8. Given the trade space, what is possible for the MRG output clutch?
   9. Are there any US suppliers that offer a marine friction disc clutch for our application? 
   10. Proposed timeline to develop the input and output clutch designs? 
   11. Required time for testing, including shock and vibe testing?
   12. Engagement disengagement operations, can the unit be commanded to engage/disengage or is clutch operation automatic?
   13. Largest size clutch (torque rating) that has been used/supports marine/military application?
   14. Support elements, what is needed to support clutch operations?
   15. Alignment requirements?
   16. For the Friction Disc Clutch vendors, is there interest in making a marine clutch in the torque range we need? Can they be made in the USA?
3. Synchro-Self-Shifting (SSS)or Friction Disk  clutch questions:
   1. What is the recommended in-line output clutch that could work for our trade space? 
   2. Is it likely a non in-line (quill shaft mounted) clutch can work in our trade space? 
   3. Please describe clutch operation in
      1. What controls, if any, are needed to enable commanded engagement and disengagement of the clutch to allow the gas turbine to be running offline and selectively be engaged and disengaged?
   4. Please describe any alignment requirements associated with large clutches. Please describe any flexing concerns regarding use of a large clutch and how such issues are best addressed (e.g. approaches for foundations, gear casings, etc.)
   5. What is the largest non in-line clutch? 
   6. If we have both an input clutch and an output clutch, do they have any suggestions and limitations as to which clutch should be engaged first?
   7. Describe clutches in our trade space in use on a ship that is in service? How many have been sold? How many in-line? How many quill shaft? Which is in service, if any are? What is the test and/or operational experience with clutches?
   8. Please describe any shaft alignment tasks required during construction and anticipated over the life of the ship due to the multiple sets of bearings (main reduction gear, clutch, electric motor, thrust bearing). 
   9. Please describe any design, engineering and integration challenges that are imposed by selecting a fixed propeller being powered by a gas turbine, such as achieving a specific design ship speed given the propeller characteristics and gear reduction ratio are fixed; how is the gas turbine and reduction gear inertia controlled to enable the clutch to disengage, and stay disengaged once the braking resistors are engaged to stop the shaft? 
   10. Does the available clutch lock-in allow for the use of a turning gear downstream of the clutch to rotate a shaft segment or gear upstream of the clutch?
4. Reduction gear:
   1. A range of sizes, weights, torque and power levels of reduction gear concepts that can support the propulsion trade space. Also provide equipment maintenance envelopes.
   2. What would the timeline be to design, build and test an MRG for DDG(X)?
   3. What test plan would industry recommend for MRG development, including any associated clutch and control systems?  (Prototyping, factory testing, first article testing and/or land-based USN testing.)
   4. Are there any special controls system operating restrictions to account for warming the gear and lubricating oil after long periods of the ship operating on electric power and the gas turbine being idle before engaging the gas turbine to drive the ship to speeds requiring the gas turbine power?
   5. Does the manufacturer recommend a turning gear included on the reduction gear itself?
   6. Does the in-yard maintenance / storage of the gear prior to being placed in service require the use of a turning gear?
   7. Has industry incorporated low speed clutches on a reduction gear housings? Examples?
5. Propulsion Gas Turbines:
   1. Identify Gas Turbines in the power range identified. Engine flat power rating (i.e.: Navy Standard Day 100F, 4/6-inch H20 inlet exhaust loss, in accordance with standard Navy conditions and methodology in accordance with NCDS 234) and any prior qualifications
   2. Power turbine design speed at rated power, speed torque operating envelope, max shaft breakaway torque capacity, and low power turbine speed operational constraints/limitations.
   3. Preferred and alternate starting method and Start Characteristics, Length of time (both minimum and maximum) from beginning the start sequence
   4. Shipboard module Size (L x W x H) and Weight including gas turbine module and any remotely mounted auxiliaries to be provided as part of package.   
   5. Specific fuel consumption (mechanical drive nominal cubic load line over full power/torque range)
   6. Engine Airflow, Exhaust Volume and Temperature over operating range.
   7. Existing/Estimated Airborne and Structure borne Noise data and to what standards it was collected/reported.
   8. Size and weight of removable engine component (to establish equipment removal routes)
   9. Module Cooling including Engine Enclosure Airflow and Package Cooling Flows with Preferred Cooling Medium and Heat loads
   10. Preferred and alternate fire suppression agents
   11. Existing Shock Qualifications or Characterization of Shock Capability in accordance with MIL-DTL-901
   12. Existing Industrial & Marine population
   13. Manufacturing location of gas turbine and major package subcomponents
   14. Demonstrated Engine/Package Reliability
   15. Maintainability Features including ability to perform corrective maintenance of engine while installed in module (identify any routine maintenance that requires disassembly of enclosure)
   16. Characterization of Logistics Support Capability (parts availability, repair centers, presence at USN ports, etc.…)
   17. Characterization of required non-recurring engineering, if any, and necessary timeline to provide shipboard module design.
   18. Identify any mechanical drive operating limits including transient loading conditions (limits being thermal or mechanical cycles and stresses that adversely affect fatigue life, operations that increase fouling or otherwise shorten time between scheduled maintenance requirements, etc.)
       1. Maximum continuous torque/power/rpm ratings
       2. Are there any limitations to the application and removal of loads?
          1. Limitations on abrupt loading/unloading?
       3. Inclined operation limits
       4. Low speed or low load operating limits
       5. Torque limit
       6. Overspeed limit
       7. Capability curves
       8. Engine efficiency data (SFC data)
          1. Low speed operation at high/maximum rated torque showing any efficiency degradation
          2. specific fuel consumption characteristic across power range for NSD and ISO conditions
          3. Sensitivity to off-design conditions (accounting for operations in areas where the USN inlet temperature used for rating the machine is exceeded routinely)
       9. What are the projected engineering, production, and qualification testing lead times for a shipset of gas turbine modules (assuming all necessary requirements are established)? Please provide lead times for government to receive Preliminary Interface and Final Control Documents (ICDs) after contract award. What timeframe in years is this answer valid for?
       10. Application history/pedigree for the gas turbines including: existing military/ naval applications, qualifications, and description of modifications/ testing necessary to implement in a US Navy main propulsion mechanical drive mil-spec/shock/vibration/EMI application
           1. Percentage(%) of commonality between marine/naval/commercial offerings
           2. Percentage(%)  of commonality between engines in the same family
           3. Number of GTs in commercial applications
           4. Number in marine use
           5. Number in MPGT use
       11. Description of technologies or applications which improve maintainability, increase availability, reduce fuel consumption, or provide any other measurable benefit to reduced total ownership costs.
       12. Description of how the proposed solution minimizes cost and impact to ship integration. This description should include, but is not limited to, total weight, required total volume allocation for intakes/uptakes and structural and auxiliary interfaces.
6. Electric Propulsion System (EPS):
   1. A range of sizes, weights, torque and power levels for electric propulsion system components (Motor, Drive, Dynamic Brake, etc.) for each technology that suits our trade space. Also provide equipment maintenance envelopes.
   2. What are the current motor technologies in service in CODLAG/CODLOG and electric propulsion systems driving fixed pitch propellers?
   3. What are the current drive technologies in service in CODLAG/CODLOG and electric propulsion systems driving fixed pitch propellers?
   4. Has industry integrated Thermal Ionization Detectors into motor and drive technologies in service?
      1. Can Thermal Ionization Detectors be integrated into the propulsion motor drives and the propulsion motors being offered to detect conditions that are precursors to arc flash events? 
      2. Has industry integrated temperature sensors for bolted connections?
   5. Has industry integrated Staubli type connectors into medium voltage equipment?
   6. What is the TRL of transformerless drive solutions? 
      1. Would these drives use active front end rectification? 
      2. How would harmonics and/or common mode issues be addressed? 
      3. What are the practical limits on system voltage if transformerless drives are used?
   7. Is the equivalent of field weakening possible for permanent magnet motor solutions?
7. Propulsion Controls:
   1. What Control System Approaches have been successfully implemented in CODLAG/CODLOG and electric propulsion systems driving fixed pitch propellers?
      1. Is a local controller required to allocate throttle commands to EPS and PGT in CODLAG?
   2. Please describe the existing CODLAG/CODLOG control system mated with a fixed pitch propeller and how modes of operation are transitioned from electric-only to GT during acceleration, including how much time it takes to make such transitions.
   3. Please describe the existing CODLAG/CODLOG control system mated with a fixed pitch propeller and how modes of operation are transitioned from GT to electric during deceleration and/or reversing, including how much time it takes to make such transitions.
   4. Please describe the existing electric propulsion control systems mated with a fixed pitch propeller and how modes of operation are transitioned from electric-only to GT during acceleration, including how much time it takes to make such transitions.
8. Auxiliary Propulsion (Thrusters)
   1. Are there shock qualified electric motor driven deployable azimuth thrusters offered larger than 1000 kW? If so, which models have been shock qualified? If not, which models would they expect to pass shock qualification?
   2. What is the size and weight of the provided VFD for those thrusters? Also provide equipment maintenance envelopes.
   3. Is there any shock or durability concerns for a Stem style deployable thruster vs a Canister style deployable thruster?

DDG(X) Medium and Low Voltage Power Distribution Trade space:

Primary Distribution System (PDP) subsystem is responsible for transmission of electrical power to the propulsion system and load centers. Comprised of HV Switchboards (SWBDs) arranged in a radial or zonal configuration distribute 4,160 VAC or 13.8 kVAC throughout the ship. High Resistance Grounding Resistors provide high resistance path to ground for phase imbalances in the system and provide POG equipment protection in the event of a ground fault. PDP will provide a MIL-STD-1399 compliant interface for distribution to electrical loads greater than 500kW.

Secondary Distribution System (PDS) subsystem is responsible for transmission of electrical power from load centers to individual loads throughout the ship. The PDS is likely to be a zonal or radial distribution architecture incorporating transformers at the PDP/PDS interface; however, converter-based are still in trade space.  PDS transformers are currently based on CVN-78 13.8 kVAC designs.  PDS will provide a MIL-STD-1399 compliant interface for distribution of low-voltage AC and DC power to Ship Service Load and WSS systems.  The list of ship’s Electric Loads is configuration managed via the Electric Power Load Analysis (EPLA).

1.  Medium and Low Voltage Power Distribution:
   1. For equipment offered in the trade space, provide dimensions, weights, and equipment maintenance envelopes.
   2. For equipment offered in the trade space, provide approximate lead times to design, manufacture, factory test and deliver the component to the U.S. Navy NSWCPD facility in Philadelphia for land-based testing (please provide duration for each of these major categories of activity and identify to what extent they overlap). Please cite how these time frames compare to prior first of class equipment the supplier has designed, manufactured, factory tested (including any limitations on power and endurance test durations), and delivered to NSWCPD.   Please provide lead times for government to receive Preliminary Interface and Final Control Documents (ICDs) after contract award.
   3. Are there plans to develop MIL-Spec 24643 qualified cable for high power 15kV distribution systems?
   4. Are there plans to develop a robust reduced size 15kV switchboards and/or circuit breakers to accommodate less than 1000A power demands with consideration of the proper shipboard creepage and clearance?
   5. Are there plans to produce 4160V Mil-Qualified circuit breakers rated for 2000A or higher?
      Are there plans to develop MV to LV power transformers with reduced size, weight, and/or losses for shipboard use?
   6. Are there any practical sensing devices planned to detect temperature rise in bolted and/or compressed electrical connections?
   7. Are there plans to incorporate standard Point on Wave (POW) devices for current inrush limiting for transformers?
   8. Is cable industry investigating methods that enable EPR insulation systems to pass circuity integrity flame tests?
   9. Are there plans to qualify tap changing transformers for Navy applications?
   10. Are there new advances in thermal ionization and arc fault detection equipment for shipboard applications that we can expect?
   11. Are there plans for development of Marine / MIL-Spec qualified Staubli connectors for MV or LV equipment?
   12. Are there plans to qualify solid-state relays for MV switchboards?
   13. Are there plans to develop novel MV bus transfer devices for high power systems?
   14. Is the industry considering establishing marine control systems below 30V to remove safety issues from more equipment?
   15. Cybersecurity:  What current and near-term technologies for securing and encrypting communications? 
   16. Cybersecurity:  Any "bump in the wire" tech that does not add latency, or minimizes the latency for encryption and decryption?
   17. Cybersecurity:  Is Zero Trust Architecture being implemented?
   18. Cybersecurity: Is there a plan to ensure logic-bearing devices and other hardware, software, firmware that processes or stores information used in EPC are protected from supply chain compromise?
   19. Software Development:  Are companies using DevOps more?
   20. Software Development:  Any companies doing "over the air" updates for Industrial Controls and Automation?  Or remote downloads?

DDG(X) Modeling and Simulation:

The Navy is actively seeking models suitable for exploring both component level and system level computer simulations (in nonrealtime and in realtime) of the IPS to identify potential risks, contribute to risk reduction, steer the development of IPS solutions and requirements, and validate such solutions and requirements in a virtual environment. The Navy will need access to suppliers’ models and code suitable for such activities for the various components, sub-systems, and major systems that industry believes are applicable for the DDG(X) IPS. The Navy will also need access to suppliers’ control hardware to support Control Hardware-in-the-Loop (CHIL) simulations.

1. Modeling and Simulation:
   1. If your design practice includes modeling and simulation efforts in product development, what specific single component, sub-system, or system model relevant to the planned DDG(X) IPS test program or anticipated tactical hardware do you have readily available and how is it used in your product development?
   2. Please include the specific studies the model is used for transient stability analysis (e.g. dynamic studies, harmonic analyses, short-circuit analyses, common-mode analyses, EMI studies, etc.), the model resolution (e.g. average value, dynamic, static, electromagnetic transient, etc.), and the physics and time constants represented.
   3. Please include specific software environments the models are created in.
   4. If applicable, please include how modeling is used to develop software control code throughout product development.
   5. If applicable, please describe your use of CHIL and how you recommend using CHIL to support IPS design.
   6. What are your current capabilities to perform real-time modeling as well as CHIL? What tools have you already adopted in your organization to support product development? Describe gaps and needs you may foresee needing development in future.
   7. What model(s) would still need to be developed (gaps in the models that require investment) that would be appropriate for DDG(X) IPS modeling and simulation. How long will it take to develop, and what is the estimated cost of development?
   8. Can you describe the design information you typically share with customers in terms of parameter values, control algorithms, physics structures, etc.? Is this information visible in the model? 
   9. Can you describe the design information you are willing to share with the Navy in terms of parameter values, control algorithms, physics structures, etc.? Is this information visible in the model? 
   10. Are you willing to share any existing models or simulation methods you use with the Navy, its technical codes and agents (FSU-CAPS, IPS Integrator)?
   11. Are there any specific restrictions on the availability or use of the models or control code by the Navy, Navy support contractors, FSU-CAPS, or DDG(X) shipyards? If some aspects of the model are more or less restrictive than other areas, please describe the specific partitioning in the response.
   12. In the event of sensitive model intellectual property, what ways have you protected models that need to be used outside of your organization and does this support real-time use and/or can be easily ported to needed simulation environments?
   13. What is the pedigree of the model (e.g., has the model been validated, and if so how) and what are known limitations of the model in terms of performance and the physics captured?
   14. Do you implement a Model Based Systems Engineering (MBSE) process for design? If so, how is this used to support product design development and how does model and simulation support this process?
       1. Please describe any MBSE processes you may have already adopted and your perspective on how such processes may be integrated with the emerging MBSE processes currently utilized by the Navy and FSU-CAPS.
   15. What organic or third-party tools do you use to exchange data between models, such as between MBSE tools and general or specialized engineering discipline-focused tools, and what such tools would you propose as standards or are in development?
   16. Does integrating your technology typically involve a virtual commissioning activity or CHIL simulations and can you describe this workflow?
   17. Do you formally use ‘Digital Twin’ models to maintain and predict system performance and can you describe this environment? If so, please describe the specific use cases for which your ‘Digital Twin’ models may be appropriate. Please describe the Digital Twin development process and validation approach.
   18. What is the process by which you can maintain and upgrade computer models to support life cycle management?

The Navy is actively seeking power and propulsion sub-component, component, and integrated system analysis techniques to reduce dynamic stability risk of IPS design. The Navy will need to know the state-of-the-art modeling and assessment techniques for ensuring individual components are robustly designed to ensure stable integration into a larger power and propulsion system as well as techniques for quantifying the stability of a complete power and propulsion.

• What are the recommended practices for using model and simulation to write requirements, design, and assess a low inertia multi-machine Engine-Generator system feeding into large pulsing constant power loads?
  • Please provide recommended practices for designing and modeling power generation and electric plant controls to be small and large signal stable in a low inertia power and propulsion?
  • Please provide recommended practices for designing and modeling electric propulsion to be small and large signal stable in a low inertia power and propulsion?

DDG(X) Medium Voltage Power Generation Trade space:

The Power Generation (POG) subsystem provides electrical power to all electrical loads on the ship including other IPS subsystems. Comprised of a combination of Gas Turbine Generators (GTG) and/or Diesel Generators (DGs) generate 4,160 VAC or 13.8-kVAC high voltage power.  Diesels are included in the preferred trade space to meet fuel efficiency goals reflected in the Endurance, Time on Station, and Annual Fuel Usage requirements.  Installed total diesel generation capacity in the POG trade space is currently between 21 – 25.5 MW.

1. Please describe your current or past experience engineering and manufacturing marine Diesel Generator sets providing 3-4MWe at 1800rpm or above and 5-7MWe at 900rpm or above and 4.16 or 13.8kVAC at 60 Hz.
2. Please provide detailed sizing and weight breakdowns for generator sets within these power ranges.  Size and weight should denote dry weight and associated fluids; dimensions should include ABN enclosure, all skid-mounted accessories, mounts, flex joints, any remote-mounted support skids, etc., for shipboard module.  Also provide equipment maintenance envelopes.
3. Please provide component description, electrical and mechanical characteristics including maximum continuous torque and power ratings, specific fuel consumption characteristic across power range, identification of any low load operational limits, Brake Mean Effective Pressures, and thermal management practices.
4. Please provide detailed Specific Fuel Consumption data for the generator set containing a large array of datapoints taken at varying output power.
5. Please provide application history/pedigree for the generator sets, including: existing military/ naval applications, qualifications, and description of modifications/ testing necessary to implement in a US Navy mil-spec/shock/vibration/EMI application.
6. Please identify the generator sets designed starting method and associated supply medium (i.e. air supply pressure, electrical power, etc.)
7. Please identify time required for generator set to operate at rated voltage and frequency and accept load from start sequence initiation at varying engine and auxiliary system temperatures.
8. Please characterize the rate at which the generator set can accept load (%) from continuous operation during normal and emergency conditions. (i.e. ramp rate).
9. Please provide a description and/or estimates for all required interfaces to maintain continuous operation of the hardware, including but not limited to, combustion and cooling intakes, exhaust gas, crankcase ventilation, lube oil, fuel oil, cooling, and starting system. Denote all necessary connections, associated sizing and flow rates (i.e. intake/uptake flanges, etc.)
10. Please provide documented service history and reliability data for the generator set, including MBTF, MTTR, MLDT, and overall operational availability (Ao) for the product.
11. Characterization of Logistics Support Capability (parts availability, repair centers, presence at USN ports, etc.…)
12. Please denote a description of planned technology that will promote the reliability, maintainability and/or availability of the product, reduce SFC, or reduce associated operational costs.
13. Please provide the expected service approach/plan for top and bottom end repair for each of the prospective generator sets. How much of the maintenance/service can be accomplished in place? Are there established service facilities within the USA and abroad? What is the respective maintenance envelope?
14. Please identify where the proposed generators sets will be produced, as well as risks and plausible mitigations of supply chain impacts to proposed solutions, including any foreign sources of raw materials. Are there plans to support increased domestic production/assembly of the generator set and its respective components.
15. For generator sets rated from 3-4MWe at 1800rpm or above, please provide the supplier’s experience with paralleling configurations of 6+ like-generator sets and holding parallel through transients. Operational, performance, requirement, or controls mitigations required to parallel on the same bus.

Please describe how your system responds to a failure in the primary fuel and voltage controllers.   Is there a clean seamless transition?  Are the redundant controllers able to provide the same capability and functions as the primary controllers if the primary controllers have a failure?

1. Identify any mechanical drive operating limits including transient loading conditions (limits being thermal or mechanical cycles and stresses that adversely affect fatigue life, operations that increase fouling or otherwise shorten time between scheduled maintenance requirements, etc.)
   1. Maximum continuous torque/power/rpm ratings
   2. Are there any limitations to the application and removal of loads?
   3. Limitations on abrupt loading/unloading?
   4. Inclined operation limits
   5. Low speed or low load operating limits
   6. Torque limit
   7. Overspeed limit
   8. Capability curves

Important Submission Details:

Responses and comments are requested by 12:00 pm (EST), on Sept 15, 2024. However, submissions will be accepted after this date, but feedback may not be as timely or contribute to the PMS 460 power and propulsion plan development and/or decisions. Information should be e-mailed to Michelle Singer at michelle.s.singer2.civ@us.navy.mil and Kimberly Chaney at Kimberly.a.chaney2.civ@us.navy.mil. Questions can be submitted electronically to michelle.s.singer2.civ@us.navy.mil and kimberly.a.chaney2.civ@us.navy.mil. The Government is not obligated to respond to any or all questions or comments submitted in response to this RFI or information provided as a result of this request, but, the Navy will consider each question or comment received when making plans for the program or future information to be shared.

Responses are requested to be provided electronically, with no less than 10-point font and acceptable formats include Adobe PDF, Microsoft Word, Microsoft Excel, and Microsoft PowerPoint files. It is requested that there be a cover sheet with a one-page executive summary of the response and include the company details as well as the names, position title, city, state, phone and e-mail address of the subject matter experts who contributed to the response and the primary point of contact. The information provided will assist NAVSEA in future developments, procurements, and acquisitions. Since the Navy team working on the DDG(X) IPS design includes Navy employees, Government support contractors, and participating new ship construction shipyards, the responses and comments provided should segregate and label any proprietary information contained; and that portion will be treated as Business Sensitive and will not be shared with non-Government employees without the permission of the provider. Please clearly delineate in your responses any data that is shareable only with the U.S. Navy personnel and what can be shared with Navy support contractors and/or ship construction shipyards.

Partial responses to this RFI are encouraged; a respondent need not respond to all questions for their responses to be considered. Follow-up questions may be asked of responders for clarification, but this will not indicate a selection or preference. Responders are advised that the U.S. Government will not pay for any information or administrative costs incurred in response to this RFI. Not responding to this RFI does not preclude participation in any future RFP or other solicitation, if any is issued. Classified material will not be accepted.

Subsequent to receiving and evaluating responses to this RFI, one-on-one meetings may be scheduled for direct industry feedback on the materials discussed, with a priority given to industry members who have significant background in IPS components, systems and overall integration.

This RFI in no way binds the Government to offer contracts to responding companies. Defense and commercial contractors, including small businesses, veteran-owned businesses, service-disabled veteran-owned businesses, HUBZone small businesses, and women-owned businesses are encouraged to participate. While the system and equipment provider industry is the primary target of this RFI, the Navy is also interested in input from academia, professional organizations, and/or other non-traditional defense contracting entities and those with skill and experience in the design and production of equipment and systems for large surface combatants or other similarly complex manufacturing or production processes. This RFI is considered market research under Part 10 of the Federal Acquisition Regulation (FAR) and is not a Request for Proposals (RFP). All information shall be provided free of charge to the Government. NAVSEA may request further information regarding the capabilities of respondents to meet the requirements and may request a presentation and/or a site visit as deemed necessary. All submissions become Government property and will not be returned.

Contracting Office Address:

N00024 NAVAL SEA SYSTEMS COMMAND, DC 1333 Isaac Hull Avenue S.E. Washington Navy Yard, DC

Point of Contact:

Michelle Singer at michelle.s.singer2.civ@us.navy.mil