CN112389598A - Towing attitude control method suitable for unpowered FLNG/FSRU - Google Patents

Towing attitude control method suitable for unpowered FLNG/FSRU Download PDF

Info

Publication number
CN112389598A
CN112389598A CN202011311719.9A CN202011311719A CN112389598A CN 112389598 A CN112389598 A CN 112389598A CN 202011311719 A CN202011311719 A CN 202011311719A CN 112389598 A CN112389598 A CN 112389598A
Authority
CN
China
Prior art keywords
flng
fsru
towing
ballast tank
ballast
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202011311719.9A
Other languages
Chinese (zh)
Inventor
彭延建
安东雨
孙亚娟
吕梦芸
姜夏雪
王亚群
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CNOOC Gas and Power Group Co Ltd
Original Assignee
CNOOC Gas and Power Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CNOOC Gas and Power Group Co Ltd filed Critical CNOOC Gas and Power Group Co Ltd
Priority to CN202011311719.9A priority Critical patent/CN112389598A/en
Publication of CN112389598A publication Critical patent/CN112389598A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66—Tugs
    • B63B35/68—Tugs for towing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
    • B63B39/03—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses by transferring liquids

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

The invention relates to a towing attitude control method suitable for an unpowered FLNG/FSRU, which comprises the following steps: 1) towing mode adopts a front-rear towing mode, a main towing ship is used for towing at the bow of the FLNG/FSRU, and 2 or 4 auxiliary towing ships are tied at the two sides of the ship board of the FLNG/FSRU; 2) when the FLNG/FSRU deviates from one side of the preset air route, the opposite side auxiliary tug is decelerated or the same side auxiliary tug is accelerated; 3) when the FLNG/FSRU is adjusted to a preset sailing line, the auxiliary tug keeps the same horsepower, and the main tug sails with increased horsepower; 4) setting a motion suppression system on the FLNG/FSRU; 5) a motion suppression system is utilized to reduce the roll and heave of the FLNG/FSRU. The invention can adjust the draft difference between the bow and the stern by the motion suppression system, so that the action point of the wind power moves backwards, the action point of the water power moves forwards, the damping of the oscillation is increased, and the oscillation is suppressed, thereby overcoming the defects of propulsion, braking, direction keeping, direction changing and the like in the towing process of the FLNG without power due to unfavorable water depth conditions, wind, wave and flow.

Description

Towing attitude control method suitable for unpowered FLNG/FSRU
Technical Field
The invention relates to a towing attitude control method for floating equipment, in particular to a towing attitude control method suitable for an unpowered FLNG/FSRU, and belongs to the technical field of Liquefied Natural Gas (LNG).
Background
With the growing maturation of FLNG (Floating Liquefied Natural Gas, Floating Storage and Re-gasification Unit)/FSRU (Floating Storage and Re-gasification Unit) application technologies, the engineering of the FLNG/FSRU concept has been accepted by a number of energy companies. Utilize FLNG FSRU to carry out offshore gas field development and ended that offshore gas field can only adopt the single mode of pipeline transportation ashore, practiced thrift the cost of transportation, and do not occupy land space, moreover, FLNG FSRU can install in the place of keeping away from people's social residence, and is safe environmental protection.
Because the FLNG/FSRU has been on the shell only australian Prelude project, there is currently less simulation research on the manipulation of the FLNG/FSRU. Indeed, unlike LNG carriers, the ship maneuvering simulation study of FLNG/FSRU presents new problems and challenges. In a range, the research range of the ship maneuvering simulation of the FLNG/FSRU is wider, and the towing maneuvering simulation of the FLNG/FSRU and the side leaning operation maneuvering simulation of the LNG ship are needed to be included.
Existing FLNG/FSRU's typically do not have a propulsion system and require tugboats to navigate. Because FLNG/FSRU displacement is big, inertia and stroke are great, and the posture of towing a voyage is more difficult to control, and its towing navigation has following characteristics: the aircraft is difficult to turn around and turn around, difficult to maintain, greatly influenced by wind and flow, and deviated from a flight path without paying attention; secondly, when the inherent period is close to the wave period, the amplitude of heave and pitch is large; thirdly, the speed control is difficult; and fourthly, the yaw risk is caused by the fact that the tension of the towing cable is suddenly increased due to the oscillation, the abrasion of the towing cable is increased, the resistance is increased, and the speed is reduced.
Disclosure of Invention
In view of the above problems, the present invention provides a towing attitude control method suitable for an unpowered FLNG/FSRU to overcome the disadvantages of propulsion, braking, direction keeping, direction changing, etc. during towing of the unpowered FLNG/FSRU due to unfavorable water depth conditions, wind, wave, and current.
In order to achieve the purpose, the invention adopts the following technical scheme: a towing attitude control method suitable for an unpowered FLNG/FSRU comprises the following steps:
1) towing mode adopts front and back towing mode, namely, one main towing ship is used for towing at the bow of the FLNG/FSRU, and 2 or 4 auxiliary towing ships are respectively tied at the two sides of the side of the FLNG/FSRU through a head cable and a back cable;
2) when the FLNG/FSRU deviates one side of the preset air route, the opposite side auxiliary tug is decelerated or the same side auxiliary tug (2) is accelerated;
3) when the FLNG/FSRU is adjusted to a preset sailing line, the auxiliary tug keeps the same horsepower, and the main tug sails with increased horsepower;
4) arranging a motion suppression system on the FLNG/FSRU, wherein the motion suppression system comprises: the water inlet of the first ballast water pump is communicated with seawater, and the water outlet of the first ballast water pump is communicated with a first ballast tank of the FLNG/FSRU; a water inlet of the second ballast water pump is communicated with the first ballast tank, and a water outlet of the second ballast water pump is communicated with the second ballast tank of the FLNG/FSRU; the first air valve and the second air valve are respectively communicated with the first ballast tank and the second ballast tank through air pipelines;
5) a motion suppression system is utilized to reduce the roll and heave of the FLNG/FSRU.
In the towing attitude control method, the main streamer and the FLNG/FSRU are preferably connected in a multipoint way, namely more than two whisker cables are adopted, wherein one end of each of the whisker cables is respectively connected to two sides of the bow of the FLNG/FSRU, and the other end of each of the whisker cables is connected with the main streamer, so that the yawing motion of the FLNG/FSRU is reduced.
In the towing attitude control method, preferably, the length of the main streamer is not less than 4 times or 300m of the length of the FLNG/FSRU ship, the smaller of the length of the main streamer and the length of the FLNG/FSRU ship is taken, and the main streamer is approximately horizontal when being arranged; the included angle of the dragon whiskers is 30-60 degrees.
The towing attitude control method preferably adopts the following measures to reduce the offset in the towing process of the FLNG/FSRU: firstly, the towing speed is reduced; secondly, the length of a cable of the main towing cable is reduced; thirdly, adding a restraining cable on the main towing cable; fourthly, a tug is tied at the stern part of the FLNG/FSRU; fifthly, keeping the draft difference of 2-4m for the bow and stern draft of the FLNG/FSRU.
Preferably, the hull sinking amount of the FLNG/FSRU in the towing process is estimated according to the following formula:
m＝0.01×Cb×V2
in the formula, m is the sinking amount of the ship body; cbIs a square coefficient; v is towing speed; and the sinking amount of the FLNG/FSRU hull in the towing process under the shallow water effect is 2 times of the sinking amount of the hull.
In the towing attitude control method, preferably, when the hull of the FLNG/FSRU is heeling or rolling, the hull draft increase amount of the FLNG/FSRU is as follows:
n＝0.5×B×sinθ
in the formula, n is the draught increment of the ship body; b is the width of the FLNG/FSRU; theta is the ship body roll angle or roll angle.
In the towing attitude control method, the total towing resistance of the FLNG/FSRU is preferably calculated according to the following formula:
RT＝1.15[Rf+RB+(Rft+RBt)]
in the formula, RTTotal towing resistance for FLNG/FSRU; rfFrictional resistance of the towed vessel; rBThe remaining drag of the towed vessel; rftFrictional resistance of the tug; rBtThe remaining drag of the tug;
the frictional resistance and the residual resistance of the tugboat can be determined by using the design information of the tugboat according to the following approximate method:
Rf＝1.67A1V1.83×10-3
RB＝0.147CbA2V1.74+0.15V
in the formula, A1Is the underwater wet surface area of the FLNG/FSRU; v is a mopNavigation speed; cbIs a square coefficient; a. the2The mid-ship cross-sectional area of the FLNG/FSRU flooded section.
The towing attitude control method preferably utilizes a motion suppression system to reduce the rolling and heaving of the FLNG/FSRU by injecting a certain weight of seawater into the first ballast tank and/or the second ballast tank and then adjusting the weight of the seawater in the first ballast tank and/or the second ballast tank by pumping water through the first ballast pump and/or the second ballast water and increasing the pressure of the discharged water.
In the towing attitude control method, preferably, when the flow speed of the liquid in the first ballast tank or the second ballast tank is zero or the liquid in the first ballast tank or the second ballast tank reaches the top of the tank, the first air valve or the second air valve is closed to keep the liquid in the ballast tank on the side where the ship body moves upwards, so that the maximum rolling reduction moment is obtained.
In the towing attitude control method, preferably, in order to compensate for the phase lag caused by the inertia of the liquid, the weighting of the feedback information of the angular velocity and the angular acceleration of the hull is taken as the opening signal of the air valve:
Figure BDA0002790033720000031
in the formula, beta is a gas valve control signal;
Figure BDA0002790033720000032
is the angular acceleration of the hull;
Figure BDA0002790033720000033
the angular velocity of the ship body; k is a radical of1And k2Are all control parameters;
the control rule of the air valve is as follows: when beta is larger than 0, allowing the second ballast water pump to absorb water, opening the first air valve to inflate the first ballast tank, and discharging water from the first ballast tank; and when the beta is less than 0, allowing the first ballast water pump to absorb water, opening the second air valve to charge the second ballast tank, and discharging water from the second ballast tank.
Due to the adoption of the technical scheme, the invention has the following advantages: 1. the invention adopts a towing mode of front and rear towing, and is beneficial to the direction keeping of the FLNG/FSRU by adjusting the speed of the main towing and the auxiliary towing and cooperating with the operation. 2. The FLNG/FSRU is provided with the motion suppression system, and the fore-aft draught difference is adjusted through the motion suppression system, so that the action point of wind power moves backwards, the action point of water power moves forwards, the deflection damping is increased, and the deflection is suppressed, thereby overcoming the defects of propulsion, braking, direction keeping, direction changing and the like in the towing process of the FLNG/FSRU without power of wind, wave and current due to unfavorable water depth conditions.
Drawings
FIG. 1 is a schematic view of the towing mode of the present invention;
fig. 2 is a schematic diagram of the motion suppression system of the present invention.
Detailed Description
The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings so that the objects, features and advantages of the invention can be more clearly understood. It should be understood that the embodiments shown in the drawings are not intended to limit the scope of the present invention, but are merely intended to illustrate the spirit of the technical solution of the present invention. Furthermore, the terms "first," "second," and the like, are used to define elements only for convenience in distinguishing between the elements, and unless otherwise stated have no special meaning and are not to be construed as indicating or implying any relative importance.
The invention provides a towing attitude control method suitable for an unpowered FLNG/FSRU, which comprises the following steps:
1) as shown in fig. 1, the towing mode adopts a fore-and-aft towing mode, namely, one main towing vessel 1 is used for towing at the bow of the FLNG/FSRU, and 2 or 4 auxiliary towing vessels 2 are respectively arranged at the two sides of the side of the FLNG/FSRU through a head cable 3 and a cable-backing system 4;
2) when the FLNG/FSRU deviates from the predetermined course to the right, the left side secondary tug 2 may be allowed to decelerate, or the right side secondary tug 2 may be allowed to accelerate; when the FLNG/FSRU is found to be offset to the left from the predetermined course, the right side secondary tug 2 may be allowed to decelerate, or the left side secondary tug 2 may be allowed to accelerate;
3) when the FLNG/FSRU is adjusted to a preset sailing line, the auxiliary tug 2 keeps the same horsepower, and the main tug 1 sails with increased horsepower;
4) as shown in fig. 2, a motion suppression system 10 is provided on the FLNG/FSRU, the motion suppression system 10 including: the water inlet of the first ballast water pump 11 is communicated with seawater, and the water outlet of the first ballast water pump 11 is communicated with a first ballast tank 12 of the FLNG/FSRU; a water inlet of the second ballast water pump 13 is communicated with the first ballast tank 12, and a water outlet of the second ballast water pump 13 is communicated with a second ballast tank 14 of the FLNG/FSRU; a first air valve 15 and a second air valve 16 which are respectively communicated with the first ballast tank 12 and the second ballast tank 14 through air pipelines 17;
5) the roll and heave of the FLNG/FSRU are reduced using the motion suppression system 10.
In the above embodiment, preferably, to reduce the yaw motion of the FLNG/FSRU, the main streamer 5 is connected to the FLNG/FSRU at multiple points, that is, two or more whisker cables 6 are connected at one end to both sides of the bow of the FLNG/FSRU and at the other end to the main streamer 5.
In the above embodiments, the angle of the whisker cable 6 preferably has an effect on yaw, yaw and streamer tension during the FLNG/FSRU towing. As the included angle of the dragon whisker cable 6 is increased, the bow will be increased; starting from 30 degrees, the swing can be increased after being reduced along with the increase of the included angle of the dragon whisker cable 6, so that the selection of the included angle of the dragon whisker cable 6 in the towing process is not too large or too small, the selection of about 30-60 degrees is reasonable, and the determination can be carried out through a model test in the specific design.
In the above embodiment, it is preferable that the length of the main streamer 5 during towing should be no less than 4 times the length of the FLNG/FSRU vessel, or 300m, whichever is the smaller, and that the main streamer 5 should be nearly horizontal when deployed.
In the above embodiment, preferably, the following measures are taken to reduce the turbulence during the FLNG/FSRU towing: firstly, the towing speed is reduced; cable length of the main towing cable 5 is reduced; thirdly, a restraining cable is added on the main towing cable 5; fourthly, a tug is tied at the stern part of the FLNG/FSRU; fifthly, keeping the draft difference of 2-4m for the bow and stern draft of the FLNG/FSRU.
In the above embodiment, preferably, the FLNG/FSRU needs to increase the amount of sinking by a certain amount to increase the buoyancy to balance with gravity as the pressure of the water against the hull surface decreases as the towing speed increases, according to the principles of bernoulli's equation. Wherein, the hull sinking amount of the FLNG/FSRU in the towing process is estimated according to the following formula:
m＝0.01×Cb×V2
in the formula, m is the sinking amount of the ship body; cbSquare coefficients (found in the hydrostatic table); v is towing speed; and the sinking amount of the FLNG/FSRU hull in the towing process under the shallow water effect is 2 times of the sinking amount of the hull.
In the above embodiment, preferably, when the hull of the FLNG/FSRU is rolling or rolling, the hull draft increase amount of the FLNG/FSRU is:
n＝0.5×B×sinθ
in the formula, n is the draught increment of the ship body; b is the width of the FLNG/FSRU; theta is the ship body roll angle or roll angle.
In the above embodiment, preferably, when the towing resistance is increased due to an increase in flow velocity or draft, or when the water depth of the sailing waters is shallow and the water depth to draft ratio is less than 1.2, in order to reduce the towing resistance and draft of the FLNG/FSRU, ballast is reduced or a small amount of ballast is added by the first ballast water pump 11 or the second ballast water pump 13 during towing of the FLNG/FSRU.
In the above embodiment, the total towing resistance of the FLNG/FSRU may be preferably calculated according to the following formula:
RT＝1.15[Rf+RB+(Rft+RBt)]
in the formula, RTTotal towing resistance for FLNG/FSRU; rfFrictional resistance of the towed vessel; rBThe remaining drag of the towed vessel; rftFrictional resistance of the tug; rBtThe remaining drag of the tug.
The frictional resistance and the residual resistance of the tugboat can be determined by using the design data of the tugboat according to the following approximate method:
Rf＝1.67A1V1.83×10-3
RB＝0.147CbA2V1.74+0.15V
in the formula, A1Is the underwater wet surface area of the FLNG/FSRU; v is towing speed; cbIs a square coefficient; a. the2The mid-ship cross-sectional area of the FLNG/FSRU flooded section.
In the above embodiment, it is preferable that the motion suppression system 10 is used to reduce the rolling and heaving of the FLNG/FSRU by injecting a certain weight of seawater into the first ballast tank 12 and/or the second ballast tank 14, and then adjusting the weight of the seawater in the first ballast tank 12 and/or the second ballast tank 14 by sucking water and increasing the pressure of the discharged water by the first ballast water pump 11 and/or the second ballast water pump 13.
In the above embodiment, preferably, when the liquid flow rate in the first ballast tank 12 or the second ballast tank 14 is zero or the liquid in the first ballast tank 12 or the second ballast tank 14 reaches the tank top, the first air valve 15 or the second air valve 16 is closed to keep the liquid in the ballast tank on the side where the hull moves upward, so as to obtain the maximum rolling reduction moment.
In the above embodiment, it is preferred that the ballast tank achieve the optimum roll reduction phase if the liquid in the ballast tank is in anti-phase with the roll angle and the roll angular velocity leads the roll angle by pi/2 phase. However, due to the existence of liquid inertia, the roll angular velocity of the ship body cannot be used as a feedback signal, and phase lag exists when the air valve is opened when the roll angular velocity of the ship body is zero. To compensate for the phase lag due to liquid inertia, the weighting of the hull angular velocity and hull angular acceleration feedback information is taken as the valve opening signal:
Figure BDA0002790033720000061
in the formula, beta is a gas valve control signal;
Figure BDA0002790033720000062
is the angular acceleration of the hull;
Figure BDA0002790033720000063
the angular velocity of the ship body; k is a radical of1、k2Are control parameters.
The control rule of the air valve is as follows: when beta is larger than 0, allowing the second ballast water pump 13 to absorb water, opening the first air valve 15 to inflate the first ballast tank 12, and draining the first ballast tank 12; when beta is less than 0, the first ballast water pump 11 is allowed to absorb water, the second gas valve 16 is opened to fill the second ballast tank 14, and the second ballast tank 14 is drained.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (10)

1. A towing attitude control method suitable for an unpowered FLNG/FSRU is characterized by comprising the following steps:
1) the towing mode adopts a fore-and-aft towing mode, namely, one main towing vessel (1) is used for towing at the bow of the FLNG/FSRU, and in addition, 2 or 4 auxiliary towing vessels (2) are respectively arranged at the two sides of the ship board of the FLNG/FSRU through a head cable (3) and a cable-backing system (4);
2) when the FLNG/FSRU deviates one side of the preset air route, the opposite side auxiliary tug (2) is decelerated or the same side auxiliary tug (2) is accelerated;
3) when the FLNG/FSRU is adjusted to a preset sailing line, the auxiliary tug (2) keeps the same horsepower, and the main tug (1) sails with increased horsepower;
4) providing a motion suppression system (10) on the FLNG/FSRU, the motion suppression system (10) comprising: the water inlet of the first ballast water pump (11) is communicated with seawater, and the water outlet of the first ballast water pump (11) is communicated with a first ballast tank (12) of the FLNG/FSRU; a water inlet of the second ballast water pump (13) is communicated with the first ballast tank (12), and a water outlet of the second ballast water pump (13) is communicated with a second ballast tank (14) of the FLNG/FSRU; the first air valve (15) and the second air valve (16) are respectively communicated with the first ballast tank (12) and the second ballast tank (14) through air pipelines (17);
5) roll and heave of the FLNG/FSRU are reduced using a motion suppression system (10).
2. Towing attitude control method according to claim 1, characterised in that the main streamer (5) is connected to the FLNG/FSRU in a multipoint connection, i.e. more than two whisker cables (6) are connected at one end to each side of the FLNG/FSRU bow and at the other end to the main streamer (5) to reduce the yawing motion of the FLNG/FSRU.
3. The towing attitude control method according to claim 2, wherein the length of the main streamer (5) is not less than 4 times or 300m of the length of the FLNG/FSRU vessel, whichever is smaller, and the main streamer (5) should be arranged nearly horizontally; the included angle of the dragon whiskers (6) is 30-60 degrees.
4. The towing attitude control method according to claim 2, wherein the following measures are taken to reduce the turbulence during the FLNG/FSRU towing: firstly, the towing speed is reduced; secondly, the length of a cable of the main towing cable (5) is reduced; thirdly, adding a restraining cable on the main towing cable (5); fourthly, a tug is tied at the stern part of the FLNG/FSRU; fifthly, keeping the draft difference of 2-4m for the bow and stern draft of the FLNG/FSRU.
5. The towing attitude control method according to claim 1, wherein the hull sinkage of the FLNG/FSRU during towing is estimated according to the following formula:
m＝0.01×Cb×V2
in the formula, m is the sinking amount of the ship body; cbIs a square coefficient; v is towing speed; and the sinking amount of the FLNG/FSRU hull in the towing process under the shallow water effect is 2 times of the sinking amount of the hull.
6. The towing attitude control method according to claim 5, wherein when the hull of the FLNG/FSRU is rolling or rolling, the hull draft increase amount of the FLNG/FSRU is:
n＝0.5×B×sinθ
in the formula, n is the draught increment of the ship body; b is the width of the FLNG/FSRU; theta is the ship body roll angle or roll angle.
7. The towing attitude control method according to claim 1, wherein the total towing resistance of the FLNG/FSRU is calculated according to the following formula:
RT＝1.15[Rf+RB+(Rft+RBt)]
in the formula, RTTotal towing resistance for FLNG/FSRU; rfFrictional resistance of the towed vessel; rBThe remaining drag of the towed vessel; rftFrictional resistance of the tug; rBtThe remaining drag of the tug;
the frictional resistance and the residual resistance of the tugboat can be determined by using the design information of the tugboat according to the following approximate method:
Rf＝1.67A1V1.83×10-3
RB＝0.147CbA2V1.74+0.15V
in the formula, A1Is the underwater wet surface area of the FLNG/FSRU; v is towing speed; cbIs a square coefficient; a. the2The mid-ship cross-sectional area of the FLNG/FSRU flooded section.
8. The towing attitude control method according to claim 1, wherein the motion suppression system (10) is used for reducing the roll and heave of the FLNG/FSRU by injecting a certain weight of seawater into the first ballast tank (12) and/or the second ballast tank (14), and then adjusting the weight of the seawater in the first ballast tank (12) and/or the second ballast tank (14) by absorbing water and increasing the pressure of the water by the first ballast pump (11) and/or the second ballast pump (13).
9. The towing attitude control method according to claim 1, wherein when the flow rate of the liquid in the first ballast tank (12) or the second ballast tank (14) is zero or the liquid in the first ballast tank (12) or the second ballast tank (14) reaches the tank top, the first air valve (15) or the second air valve (16) is closed to keep the liquid in the ballast tank on the side where the hull moves upward, so as to obtain the maximum rolling reduction moment.
10. The towing attitude control method according to claim 9, wherein to compensate for the phase lag due to the inertia of the liquid, weighting of the hull angular velocity and hull angular acceleration feedback information is taken as the valve opening signal:
Figure FDA0002790033710000021
in the formula, beta is a gas valve control signal;
Figure FDA0002790033710000022
is the angular acceleration of the hull;
Figure FDA0002790033710000023
the angular velocity of the ship body; k is a radical of1And k2Are all control parameters;
the control rule of the air valve is as follows: when the beta is larger than 0, the second ballast water pump (13) is allowed to absorb water, the first air valve (15) is opened to charge the first ballast tank (12), and the first ballast tank (12) is drained; when the beta is less than 0, the first ballast water pump (11) is allowed to absorb water, the second air valve (16) is opened to charge the second ballast tank (14), and the second ballast tank (14) is drained.
CN202011311719.9A 2020-11-20 2020-11-20 Towing attitude control method suitable for unpowered FLNG/FSRU Pending CN112389598A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202011311719.9A CN112389598A (en) 2020-11-20 2020-11-20 Towing attitude control method suitable for unpowered FLNG/FSRU

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202011311719.9A CN112389598A (en) 2020-11-20 2020-11-20 Towing attitude control method suitable for unpowered FLNG/FSRU

Publications (1)

Publication Number Publication Date
CN112389598A true CN112389598A (en) 2021-02-23

Family

ID=74606808

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202011311719.9A Pending CN112389598A (en) 2020-11-20 2020-11-20 Towing attitude control method suitable for unpowered FLNG/FSRU

Country Status (1)

Country Link
CN (1) CN112389598A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113772072A (en) * 2021-09-10 2021-12-10 海洋石油工程股份有限公司 Method for turning round and steering cylindrical FPSO
CN114852252A (en) * 2022-03-24 2022-08-05 中交第一航务工程局有限公司 Towing windproof method for ship side operation structure
CN115009455A (en) * 2022-06-29 2022-09-06 渤海船舶重工有限责任公司 Towing navigation method for floating objects on sea

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20110074444A (en) * 2009-12-24 2011-06-30 한국과학기술원 Stabilizing apparatus of ship using anti-rolling tank
CN202063242U (en) * 2011-03-07 2011-12-07 中船重工船舶设计研究中心有限公司 Box type truss four-spar deep water platform system by using unsymmetrical soft cabins
CN104229092A (en) * 2014-09-15 2014-12-24 南通中远船务工程有限公司 Automatic control system and automatic control method for ship heeling balance
KR20170028574A (en) * 2015-09-04 2017-03-14 삼성중공업 주식회사 Semi-submersible marine structure
CN110753658A (en) * 2018-01-19 2020-02-04 Mrpc股份公司 U-tank active roll damping system for a vessel and method for active roll damping of a vessel
CN111619752A (en) * 2020-05-29 2020-09-04 广船国际有限公司 Ship balance system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20110074444A (en) * 2009-12-24 2011-06-30 한국과학기술원 Stabilizing apparatus of ship using anti-rolling tank
CN202063242U (en) * 2011-03-07 2011-12-07 中船重工船舶设计研究中心有限公司 Box type truss four-spar deep water platform system by using unsymmetrical soft cabins
CN104229092A (en) * 2014-09-15 2014-12-24 南通中远船务工程有限公司 Automatic control system and automatic control method for ship heeling balance
KR20170028574A (en) * 2015-09-04 2017-03-14 삼성중공업 주식회사 Semi-submersible marine structure
CN110753658A (en) * 2018-01-19 2020-02-04 Mrpc股份公司 U-tank active roll damping system for a vessel and method for active roll damping of a vessel
CN111619752A (en) * 2020-05-29 2020-09-04 广船国际有限公司 Ship balance system

Non-Patent Citations (8)

* Cited by examiner, † Cited by third party
Title
中国船级社: "《海上拖航指南2011》", 1 January 2012 *
孙光春 等；: "船舶拖航作业要点浅析——以拖航WEST TITANIA钻井平台为例", 《航海技术》 *
孙洪波 等；: "水面拖曳系统龙须缆静态构型算法", 《中国航海》 *
张宏瀚: "高性能U型减摇水舱系统设计与控制方法研究", 《CNKI的中国博士学位论文全文数据库 工程科技II辑》 *
洪碧光 著；: "《船舶操纵原理与技术》", 31 May 2007, 大连海事大学出版社 *
陈伟丰 等 主编；: "《2000-2017舟山群岛新区引航技术研究论文集》", 31 December 2017, 大连海事大学出版社 *
马泽坤: "基于AQWA的FPSO拖航安全研究", 《CNKI的中国优秀硕士学位论文全文数据库 工程科技II辑》 *
高嫱 等；: "拖带大型无动力船舶通过内河桥梁水域关键技术分析", 《船海工程》 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113772072A (en) * 2021-09-10 2021-12-10 海洋石油工程股份有限公司 Method for turning round and steering cylindrical FPSO
CN113772072B (en) * 2021-09-10 2023-12-22 海洋石油工程股份有限公司 Method for turning round and turning round of cylindrical FPSO
CN114852252A (en) * 2022-03-24 2022-08-05 中交第一航务工程局有限公司 Towing windproof method for ship side operation structure
CN115009455A (en) * 2022-06-29 2022-09-06 渤海船舶重工有限责任公司 Towing navigation method for floating objects on sea

Similar Documents

Publication Publication Date Title
CN112389598A (en) Towing attitude control method suitable for unpowered FLNG/FSRU
CN101137536B (en) A foreship arrangement for a vessel of the deplacement type
RU2507105C2 (en) System and method of ship active and passive stabilisation
EP2493753B1 (en) Partially submersible wind turbine transport vessel
CN111572720A (en) High-speed high-sea-condition submersible multi-body unmanned aircraft and control method thereof
US6588352B2 (en) WAY as acronym for wave avoidance yacht
WO2007097610A1 (en) Semi-submersible vessel, method for operating a semi-submersible vessel and method for manufacturing a semi-submersible vessel
CN212556696U (en) High-speed high-sea-condition submersible multi-body unmanned aircraft
US20120132124A1 (en) SPAR Based Maritime Access Vehicle
CN104002931A (en) U-shaped ocean engineering installation ship and method for installing module on upper portion of conduit frame
RU2200684C2 (en) Device for placing floating structure riding at anchor in required direction head into current and/or waves
CN101157379A (en) Bottom fine watercraft
Sahoo Principles of marine vessel design: concepts and design fundamentals of Sea going vessels
JP2023067297A (en) Thrust generation system of sailing body, sailing body, and drag reduction method of sailing body
KR101041991B1 (en) High speed boat for decreasing roll with planing line shape
CN101486375B (en) Primary and secondary sailing vessel with mobile secondary hull
CN101314397B (en) Parent-subsidiary wind sailing boat
WO2000021825A1 (en) A loading buoy
CN2441733Y (en) Adjustable small waterline boat
CN209410287U (en) A kind of sea cable ship with positioning function
GB2334004A (en) Sail craft
Lang S3—New Type of High-Performance Semisubmerged Ship
Lataire et al. Controlling the Yawing of an Aframax Tanker During a Lightering Manoeuvre
AU781474B2 (en) Wave avoidance yacht (way)
CN118289186A (en) Bimodal unmanned transportation vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
RJ01 Rejection of invention patent application after publication
RJ01 Rejection of invention patent application after publication

Application publication date: 20210223