Woods Hole of DESH 5 Hydro Winch Testing on R/V ... Overview...WHOI Overview Test Report Hydro Winch Upgrade May 2013 Page 6 of 9 MOCOMP (b), Pay in/pay out, was tested during Cast

WHOI Overview Test Report Hydro Winch Upgrade May 2013

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Woods Hole Oceanographic Institution

Overview Report of DESH‐5 Hydro Winch Testing on R/V ATLANTIS

May 2013

2012 – 2013 Upgrade and Renovation

R/V Atlantis Upgraded Markey DESH‐5 Hydro Winches May 2013


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Report of the DESH 5 Winch Trials, May 3 to May 6, 2013

In late 2012 and early 2013 the DESH 5 winches from Atlantis were overhauled and upgraded at Markey

Machinery Co. in Seattle. The upgrade had two main components; an improved levelwind assembly to allow

the use of larger diameter sheaves with proper grooving and a new winch drive system with improved

control. The new levelwind assembly is composed of a flagging block, metering block, VFD driven motor

and the support structure. This assembly is now located inboard of the winch which required that the

winches be relocated closer to the rails. The new drive system is a more modern and flexible Allen‐Bradley

unit that was installed into the existing AC cooled cabinets. Besides having replacement parts readily

available, this new drive allows for more inputs and can better control the winch’s DC motor.

The DESH 5 winch trial trip out of Woods Hole was arranged to allow testing of both components of the

upgrade. Atlantis sailed at 1800 on Friday, May 3 and returned to Woods Hole on the morning of May 6.

The test area was approximately south of Woods Hole in over 2000 meters of water. The sea state was 5

(very rough, 8‐12 ft.) on May 5 and was sea state 4 (rough, 5‐8 ft.) on May 6. In addition to Atlantis’ crew, a

number of people were aboard to support the startup of the winch and to provide support in testing the

winch functions and documenting the test results. Two representatives from Markey worked closely with

the crew, SSSG technicians and others as the initial winch function tests were made and were followed by

tests of the many new drive features.



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UPGRADED LEVELWIND AND WINCH OVERHAUL CHECKS

After a short set up period, the new VFD driven levelwind worked very well. Several 2000 meter casts were

made with no requirement to adjust the levelwind performance. The flagging sheave on the top of the

assembly followed the lead to the overboarding block well and no problems were noted. The motor, drive

and winch components were checked during the casts and all performed smoothly. The first cast confirmed

winch and control function as well as allowing SSSG to set up and check monitoring of the CTD pressure,

wire tension and attitude. The next two casts were fully instrumented and provided very detailed and time

stamped information which allowed evaluation of the automatic features. Test instrumentation on the CTD

included an LADCP which senses pitch and roll, a wire tension load cell and a pressure sensor. Test

instrumentation included the installed PHINS to measure ship’s heading, pitch and roll as well as the 3PS

winch monitoring system. While preparing for the following instrumented tests, we chose to measure the

velocity of the CTD using its pressure sensor. That speed compared to the heave speed of the ship and

payout rate of the winch would provide the best evaluation of the winch heave compensation performance.

UPGRADED WINCH DRIVE CHECKS

The upgraded winch drive system has a number of modes: 1) Standard manual mode, similar to the way the

winches have been run aboard Atlantis since delivery; 2) MOCOMP mode; 3) Render/recovery mode; and

Cast Hold mode. Descriptions of these modes are as follows:

1. The manual mode can be used from all 3 control stations; the console local to the winches, the doghouse

and the computer lab. All stations were tested and controlled the winch well. Initially some adjustment

was needed to improve the timing of when the motor is powered up and the brake is released. The

doghouse controls use a new type of joystick which the operators liked. Markey personnel worked with the

WHOI winch operators to customize the drives so that each joystick behaved identically. The Markey Techs

were able to customize the drive’s reaction to joystick movement to increase the low speed control.



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2. MOCOMP mode is a new feature that uses a Motion Reference Unit (MRU) to sense the ship’s motion

and actively control the winch drum speed to negate the ship’s vertical motion. This can only be

controlled at the doghouse control station. MOCOMP can be used with the winch (a) stopped or in (b)

pay in or pay out. The Markey supplied Kongsberg SeaTex MRU is located in a solidly mounted SS box

local to the starboard hydroboom.

MOCOMP (a), stopped, was tested at 2000m and 100m depths during the second cast. After stopping

the winch at depth, the motion of the CTD was recorded for 10 minutes with the MRU turned off. Then

the MRU was activated and CTD motion was recorded. Following that, the MRU was again turned off

and data recorded. LADCP data from the CTD showed a slight decrease in pitch variability between MRU

off and on modes. The tilt sensors showed a slight mean decrease while the winch MRU was turned on.

That can be partly attributed to a decrease in wave activity (as evidenced by the ship heave velocity

decrease in standard deviation from 0.43 m/s to0.40 m/s) during the MRU off time than the MRU on

time. The CTD velocity and CTD load cell data were better evaluators of winch heave compensation

performance. Figure cast2_test2_fig2 shows the change in CTD velocity and load cell during each test

period. The CTD velocity standard deviation decreased from 0.60 m/s to 0.45 m/s. The load cell

standard deviation decreased from 221 to 141 pounds while maintaining nearly equivalent mean loads

(517 vs.507 pounds). Although the ships velocity and winch velocity were still sometimes out of phase,

an improvement was seen in the winch heave compensation algorithm.


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The next static test was performed at 100m depth. Sea state was nearly identical for both parts of this

test. The CTD velocity and load cell standard deviations decreased from 0.43 to 0.34 m/s and 135 to 90

pounds. Mean load cell force was 496 and 492 pounds, respectively. This improvement was a similar

percentage improvement in heave compensation as the 2000m static test. We conclude that we saw

similar improvement with the heave compensation for the 2000 m and 100 m static tests. Following this

cast the Markey engineers made further adjustments to the heave compensation algorithm based on

these results

Cast 3 was taken on May 6 down to ~100 m depth. A 30 minute static test was performed consisting of

MRU off for 10 min, MRU on for 10 min, followed by MRU off for 10 minutes. Figure cast3_test1_fig3.

Note that at the end of the first 10 minute period, the MRU was turned on with incorrect settings

resulting in very erratic winch behavior. After 2 minutes, the MRU was turned off to correct that issue

and then turned back on for the 10 minute MRU on test. Also note that in Panel 1 the pressure on the

CTD decreases while the MRU is on. That is a result of the Markey MOCOMP requiring adjustment; the

in and out compensation tended to ratchet the package up. A dramatic improvement in the heave

compensation performance was evident during this test. The standard deviation of the CTD velocity

decreased from 0.31 m/s to 0.11 m/s. Likewise, the load cell standard deviation decreased from 88 to

22 pounds. The standard deviation of the ship heave velocity stayed at 0.31 m/s showing that there was

not any change in sea state over that time period. The final 10 minute test with the MRU off showed a

decrease in ship heave velocity indicative of lower sea state. We noted a proportional decrease in CTD

velocity standard deviation from the first 10 minute MRU off period.


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MOCOMP (b), Pay in/pay out, was tested during Cast 2. The first test was a comparison of the winch

heave compensation performance during a descent. The first part of the descent from 0 –900m depth

had the MRU turned off. When the MRU is turned off, the winch behaves like a normal winch without

any heave compensation. Thus we expect the CTD vertical motion to be coupled to the ship's heave.

From 900m to 2000m the MRU was turned on. The descent rate for the first 130 m was about 30 m/min.

Then the speed was increased to 60 m/min until just beyond 800 meters depth where the winch was

again slowed down to 30m/min. At 900 m depth, the MRU was turned on for the remainder of the

descent to 2000 m at a rate of 30 m/min. The figures for this test are described below. There was an

increase in the tilt variability while the MRU was on. Figure cast2_test1_fig2 has 4 panels. Panel 1

shows CTD pressure during the downcast. Panel 2 shows an increase in CTD acceleration while MRU was

on. Panel 4 compares the load cell behavior between MRU off and on modes. We saw during the MRU

off time that the load cell went to zero much more often than when the MRU was on. Normally the load

cell going to zero might be indicative of the CTD cable going slack due to ship heave. However, the load

cell was calibrated on deck and was found to have a rather large minimum load (force needed to register

a non‐zero reading). We found the mean load cell force increase from 296 lbs.to 430 lbs. between MRU

off and MRU on modes. The standard deviation of the CTD velocity increased from 0.37 m/s to 0.5 m/s.

We also noted similar peak velocities (~ 106 m/min) despite the difference in descent rates. A closer

look at heave velocities verified that the MRU winch velocity was out of phase with the CTD velocity.

Panel 3 shows a comparison between the CTD package velocity, winch velocity, and ship heave velocity

(from PHINS system).


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Panel 3 was expanded in figure cast2_test1_fig3. We noticed with the MRU off, the CTD vertical motion

was usually coupled to the vertical motion of the ship, but not always. Other components of ship motion

may account for this phase shift. The ship's pitch and roll may have a significant influence on the CTD

motion which may or may not be in phase with the ship's heave. A geometric adjustment of the ship's

measured motion projected from the location of the PHINS to the starboard location of the boom over

the CTD should improve the correlation between ship heave and CTD heave. With the winch MRU on,

we found a significant increase in CTD heave due to winch heave compensation efforts that were out of

phase. In normal CTD operations, this would not be acceptable and would result in not being able to use

the winch with heave compensation on at all.

After this cast the control system was again tuned and adjusted by the Markey engineers. Due to time

restrictions to catch the slack tide in Woods Hole, the adjustments were not able to be tested. It is

Markey’s opinion that we will see a marked improvement during the next test. WHOI plans on

continuing the testing process on Atlantis out of Astoria during the Jason voyages, when time permits,

and we will plan to do further testing if necessary in conjunction with the Alvin test dives in September.


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3. Render/recovery mode is a function where the Markey provided A‐B drive monitors the ship’s 3PS

tension monitoring system. The ship is able to define a maximum tension value in the Markey system

and the drive will automatically control the winch speed to prevent overtensioning the wire. As the

Markey and WHOI electronics engineers worked together to make this installation it was found that

there was a conflict between the Markey and 3PS systems which prevented testing this function. Since

the trials, these engineers have worked together and with 3PS to allow these systems to interact so that

this function will run. The Markey and WHOI engineers will meet Atlantis on arrival in Astoria to

complete this installation

4. Cast Hold is a function that allows the operator to run the winch in hands off mode. This function, which

is run only for the doghouse, allows the operator to manually enter a “meters out” value into the touch

screen operator interface and the winch will accelerate to a predetermined speed and pay out to the

requested value. This function will also work on the pay in direction and, if an incorrect value is entered,

automatically stop at a predetermined default location below the water, maybe 100m out. In addition

to the function described above, this mode can be enhanced by engaging MOCOMP to actively negate

the ship’s motion or it can be enhanced by engaging the render/recovery mode which will prevent over‐

tensioning of the wire. This function was not tested as it requires the input from the ship’s wire

metering system. A conflict between the Markey and 3PS systems has been resolved and we expect to

install the solution in Astoria in late June.


Thank you to the crew of Atlantis, the SSSG technicians, the Markey engineers and to Dan Torres who

produced much of this material and graphics.


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UPGRADED DESH – 5 General Arrangement Drawing

And

R/V Atlantis Foundation Modification Drawing

1

1

2

2

3

3

4

4

5

5

6

6

7

7

8

8

A A

B B

C C

D D

THIS DRAWING IS THE PROPERTY OF MARKEY MACHINERY COMPANY, INC. AND ALL PROPRIETARY RIGHTS ARE RESERVED BY MARKEY MACHINERY COMPANY, INC. THIS DRAWING AND INFORMATION CONTAINED HEREIN SHALL NOT BE USED OR DISCLOSED TO ANY THIRD PARTY EXCEPT AS AUTHORIZED IN WRITING BY MARKEY MACHINERY COMPANY, INC. PARTIES RECEIVING COPIES OF THIS DRAWING AGREE NOT TO USE THIS DRAWING INANY WAY DETRIMENTAL TO THE INTERESTS OF MARKEY MACHINERY COMPANY, INC.

U.S.A

REV

SEATTLEWASHINGTON

SHEET OF

DIMENSIONS ARE IN INCHES (METRIC)TOLERANCES

.X= ±.1 .XX= ±.02 .XXX= ±.005FRACT. ±1/32 0−12" ±1/16 12" & UP

ANGULAR ± 1° THREADS CLASS 2

SCALE:

UNLESS OTHERWISE SPECIFIED

DRAWING NO.

DATE:

DRAWN BY:

ENGINEER:

ORIGINAL JOB NO.

DO NOT SCALE DRAWINGweight:

D43672 A

DESH−5 TOPASSEMBLY

PPP11/28/2012

1 2 1"=1’−0"N/AREVISION HISTORY

REV DESCRIPTION BY DATE JOB

ORIGINAL NEXT ASSY NO. CHECKED BY:

REF DWG:

RELEASED FOR JOB: QUANTITY REQ’D: RELEASE DATE:

90°

FLAGGINGANGLE

114 1/32

114 1/8

ISO VIEW

CERTIFIEDFOR INSTALLATION

BY:

FOR:

DATE:

P Petrov

21691

01/04/2013

FAIRLEAD DRIVE ELECTRIC MOTOR

FLAGGING SHEAVE FAIRLEAD

EXISTING DESH−5

OLD FAIRLEAD LOCATION

NEW FAIRLEAD

FAIRLEAD ELECTRIC MOTORAND GEARBOX

(38)

(44)

SHEAVE EXTREME POSITION

SHEAVE EXTREME POSITION

LINE LEAD(18)

20°LOWER LIMIT−ESTIMATED*

* LOWER AGLE LIMIT (15° SHOWN) WILL DEPEND ON LINE LEAD (SIDE VIEW) AND FLAGGING ANGLE LIMIT (TOP VIEW) AS WELL AS FAIRLEAD HEAD LOCATION UPPER LIMIT IS 85°

CERTIFIED PPP 01/04/13 21691A

86 5

/8

LINE LEAD85°

UPPER LIMIT

A A

B B

C C

D D

9

9

10

10

11

11

12

12

13

13

14

14

15

15

16

16

1.5"=1’−0"N/A

11/28/2012PPP

D43672SCALE:

WASHINGTONSEATTLE

DRAWING NO.

2 2 SHEET OF

REV

U.S.A

A

CHECKED BY:

weight:

ORIGINAL NEXT ASSY NO.

ORIGINAL JOB NO.

DRAWN BY:

DATE:

ENGINEER:

UNLESS OTHERWISE SPECIFIED DESH−5 TOPASSEMBLY

DIMENSIONS ARE IN INCHES (METRIC)TOLERANCES

.X= ±.1 .XX= ±.02 .XXX= ±.005FRACT. ±1/32 0−12" ±1/16 12" & UP

ANGULAR ± 1° THREADS CLASS 2

DO NOT SCALE DRAWING

REF DWG:

C

C

DRUM

DRUM

76

107 13/32

100

SILL PLAN

105 1/4

(13 13/32) 18

14 1/2

5 1/4

(10)

95 3

/4

(66 3

/4)

1816

112

1/2

(1 1/2

)(2

9)

(57 1/2

)

(86)

(1 1/2)

(16 3/8)

(32 3/4)(49 1/8)

(65 1/2)

31

56

48 1/465 1/2

SIGNED ORIGINAL

ON FILE AT GLOSTEN

SIGNED ORIGINAL

ON FILE AT GLOSTEN

Documents

Woods Hole of DESH 5 Hydro Winch Testing on R/V ... Overview...WHOI Overview Test Report Hydro Winch Upgrade May 2013 Page 6 of 9 MOCOMP (b), Pay in/pay out, was tested during Cast