EP2643206A1 - Véhicule d'accès maritime à espars - Google Patents

Véhicule d'accès maritime à espars

Info

Publication number
EP2643206A1
EP2643206A1 EP11850739.1A EP11850739A EP2643206A1 EP 2643206 A1 EP2643206 A1 EP 2643206A1 EP 11850739 A EP11850739 A EP 11850739A EP 2643206 A1 EP2643206 A1 EP 2643206A1
Authority
EP
European Patent Office
Prior art keywords
vessel
range
buoyancy chamber
hull
vertical struts
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.)
Withdrawn
Application number
EP11850739.1A
Other languages
German (de)
English (en)
Inventor
Peter Cumming Gifford
Brian Veitch
Bruce Colbourne
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.)
Genesis Group Inc
Original Assignee
Genesis Group Inc
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 Genesis Group Inc filed Critical Genesis Group Inc
Publication of EP2643206A1 publication Critical patent/EP2643206A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/048—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull with hull extending principally vertically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/38—Keels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks

Definitions

  • the present disclosure relates to a machine for the safe loading and unloading of passengers while at sea.
  • the safe transfer of technicians between a ship and either other ships or maritime installations is a problem in offshore wind farm maintenance, where technician may travel long distances to reach an installation by ship and then require a smaller secondary vessel to access the numerous turbines in the wind farm.
  • the second stage transport is performed using catamaran, small waterplane area twin hull (SWATH), or other light vessel. While fast, the primary downside of the catamaran is that it is unable to safely access the turbines in waves over 1.4 meters, and in the case of the SWATH it is more expensive to build.
  • a secondary problem in the current best practice is that technicians boarding and disembarking from the secondary vessel are exposed to the elements.
  • the present disclosure is for a novel vessel or craft designed to provide an integrated offshore transfer system capable of operating in volatile ocean conditions, ideally suited to wind farm maintenance.
  • the geometry of the spar based vessel of the present disclosure with the incorporation of a small water plane area, significantly reduces the vessel's response to wave excitation forces. This allows such a vessel (the TranSPARTM craft) to approach and connect to marine installations safely, even in high waves, and to permit safe passenger transfer between the TranSPARTM craft and its destination.
  • a topside structure which in normal operation is balanced above the waterline (and which may include a deck and cabin), is connected to a hull comprised of one or more low waterline profile vertical struts connected to a buoyancy chamber portion of the hull, and an extended high density keel.
  • the topside structure connects to the hull at the vertical struts, and the extended keel, comprised of a keel strut and keel bulb, hangs from the buoyancy chamber portion of the hull.
  • the vertical struts are chosen of sufficient length to maintain the topside structure substantially out of the water in permitted operating conditions, but ensuring that the thrusters (which may be affixed to the vertical struts or hull) remain under water.
  • the keel strut and keel bulb ensure that the centre of gravity of the vessel is below the centre of buoyancy, which is what gives this vessel an inherently stable righting moment, akin to that of a spar buoy.
  • the buoyancy chamber may extend into the vertical struts and/or keel strut, without departing from this disclosure.
  • the hull, keel and vertical struts of the vessel disclosed herein are designed for low hydrodynamic drag when travelling through the water, and are equipped with one or more propulsive elements (propellers, impellors, jets, rotors, thrusters, etc.) to supply thrust substantially along the center of drag of the vessel (the centre of drag being determined at normal operating speeds in calm water).
  • control systems for the buoyancy chamber adjust ballast following loading or unloading of the topside structure.
  • water is pumped out of the buoyancy chamber to maintain a desired average water plane/waterline associated with vessel geometry and weather conditions. Water is pumped in when the load is removed to maintain the optimal water plane/waterline for travel.
  • the variable ballast can be used to raise or lower the vessel to one or more preferred docking heights at different installations and locations (i.e. the turbine and the primary supply ship).
  • variable thrust at one or more heights on the vessel adjust for shifting of the centre of drag at changing speeds and wave height, which can be dynamically estimated by the control system using feedback from gyroscopes on the vessel, and an overall thrust vector dynamically aligned with the position of that centre of drag.
  • the vessel of the present disclosure may be safely used on more operating days at offshore wind turbines than existing craft.
  • the water plane area (the cross sectional area of the vertical struts at the waterline during operation) should be less than of the average cross-sectional area of the hull, and can be made as low as possible while still providing necessary displacement and structural support to the topside structure.
  • the TranSPARTM craft of the preferred embodiment disclosed herein is capable of an increase in access in wave conditions over 1 .4 meters.
  • the design criteria of the TranSPARTM craft permit that in a preferred embodiment, the geometry may be optimized to produce limited motion of the TranSPARTM craft due to expected wave amplitudes in the operating environment specified for offshore wind farm maintenance.
  • the keel struts and vertical struts may be hollow or filled with light material, and shaped with a lean profile for smooth forward motion.
  • the vessel can be hydro-dynamically shaped in ways atypical of spar buoys, but more typical of catamaran, submarines and other ocean vessels.
  • Some desirable hydro-dynamic shapes may include, a tube shaped buoyancy chamber, tube shaped keel bulb, fully flat keel without a bulb and high density within the keel strut, foil/blade shaped struts, fins to dampened or affect pitch and roll caused by acceleration or waves.
  • a large weight in the keel is dominant in determining the centre of gravity/mass of the vessel, and the hull shape helps defines a longitudinal direction of travel for the vessel; or in other words.
  • the cross sectional area of the vertical struts over the range of waterlines for the vessel should be low, and, in a preferred embodiment, also streamlined for motion in the longitudinal direction. [019] Turning and lateral motion can also be achieved using traverse thrusters embedded in the vertical struts. In this manner, the vessel may more safely approach and dock with offshore platforms in high seas.
  • Other design criteria used to enhance vessel stability at rest and in motion optionally include: Control systems for vessel thrusters and ballast to cause thrust to be applied opposite to the centre of vessel drag, which may oscillate with weather conditions; fins on the ballast tank or other submerged portions of the vessel; and lateral thrusters.
  • the vessel disclosed herein is for transporting people in water, comprising one or more forward propulsive elements for propelling the vessel in a longitudinal direction defined by the shape of either the keel or the hull; the keel connected below a hull having a buoyancy chamber, which is connected to a topside structure by one or more vertical struts, and together with a permitted range of loads, defines a range of centers of gravity for the vessel; in which, for a range of operational waterline positions of the vessel along the one or more vertical struts, the range of centers of gravity is located below a range of centers of buoyancy for the vessel determined by the range of operational waterline positions.
  • the range of centers of gravity are determined for loaded and unloaded configurations using a vessel buoyancy control system
  • the preferred transit waterline of the vessel is determined at the design stage and a net effective center of drag calculated or determined experimentally for the vessel travelling at that net effective waterline for a variety of wave conditions, and the net effective center of buoyancy adjusted by an active ballast system to return the vessel to the preferred waterline.
  • Active ballast systems known in the art, can be used to balance volumes and positions of water and gas buoyancy chamber within the hull (and possibly extending into the struts), in order to assist in maintaining stability during operation, achieve desired waterline during transit, and possibly adjust height during docking and undocking to safer boarding and loading.
  • the TranSPARTM craft of the present disclosure addresses the following operational states, and has an appropriate response to forces on the vessel during such states.
  • Weight removed from vessel Example: Crew disembarks from the vessel to a turbine or mother ship.
  • Weight shifted inside the vessel Example: Crew movement aboard vessel.
  • Wave Loading Method: Because of the low waterplane area, the vessel has a limited response to wave excitation forces. Motions that are induced by waves can be damped out efficiently because of the geometry of the vessel which has high added mass and damping characteristics, the design of which is readily apparent to the person skilled in the art of naval architecture.
  • Wind Loading Method: Topside dimensions will be minimized to reduce wind loading. Wind loading that is experienced will be managed through the righting moment derived from the fixed ballast. This can be further compensated for by adjusting the variable ballast of the vessel using the active ballast system.
  • Method Vessel may preferably be kept on station using a dynamic positioning system. Such a system controls and allocates thrust dynamically to maintain position globally, or with reference to another vessel.
  • Weight removed from vessel Example: Crew disembarks from the vessel to a turbine or mother ship.
  • An active ballast system may flood ballast tanks to compensate for the removed weight, if necessary.
  • Weight shifted inside the vessel Example: Crew movement aboard vessel.
  • Method: Vessels righting moment, derived from the fixed ballast, can overcome weight shifts due to crew movement or payload movement. This can be further compensated for by adjusting a variable ballast of the vessel with an active ballast system.
  • Wave Loading Method: Because of the low waterplane area, the vessel has a limited response to wave excitation forces. Motions that are induced by waves are dampened efficiently by the geometry of the vessel.
  • Wind Loading Method: In a preferred design, topside dimensions are minimized to reduce wind loading. Wind loading that is experienced is counteracted by the righting moment derived from the fixed ballast. This can be further compensated for by adjusting a variable ballast of the vessel using an active ballast system.
  • the vessel of the present disclosure has a stable response to each of the following forces within its operating range.
  • Drag Force Method: Drag force associated with motion is overcome, one or more propulsion units located at substantially the same elevation as the transverse center of drag. For motion in the longitudinal direction, that is forward and aft, overall thrust from the propulsion unit should preferably be applied at substantially the same vertical position as the transverse drag force, at the preferred waterline. For motion in the transverse direction, that is port and starboard, thrust from a secondary transverse propulsion units may also be applied substantially at the effective longitudinal center of drag. The ability to apply thrust force both longitudinally and transversely is a desired feature to allow the vessel a high degree of manoeuvrability. [034] Manoeuyring Force: Example: Steering the vessel. Method:
  • Manoeuvrability at speed may be provided by a rudder located behind one propulsion unit, or through the use of an array of propulsive units on either side of the vessel, or use of a steerable propeller or some combination thereof.
  • the rudder could be a foil to direct thrust through a range of directions.
  • secondary transverse propulsion units may be provided to control the position and heading of the vessel.
  • Weight shifted inside the vessel Example: Crew movement aboard vessel.
  • Method Vessel's righting moment, derived from the fixed ballast, can overcome weight shifts due to crew movement or payload movement. This can be further compensated for by adjusting a preferred variable ballast of the vessel with a preferred active ballast system.
  • Wave Loading Method: Because of the low waterplane area, the vessel has a limited response to wave excitation forces. Motions that are induced by waves can be damped out efficiently because of the geometry of the vessel.
  • Wind Loading Method: Topside dimensions should be minimized to reduce wind loading. Wind loading that is experienced is counteracted by the righting moment derived from the fixed ballast. This can be further compensated for by adjusting a variable ballast of the vessel using an active ballast system.
  • Figure 1 is a perspective view of a preferred embodiment of the vessel of the present disclosure.
  • Figure 2 is a side view of the preferred embodiment of the vessel of
  • Figure 3 is a front view of the preferred embodiment of the vessel of
  • Figure 4 is a perspective view of a second preferred embodiment of the vessel of the present disclosure further comprised of additional inventive features.
  • Figure 5 is a front view of the preferred embodiment of the vessel of
  • Figure 6 is a perspective view of a second preferred embodiment of the vessel of Figure 4 in which the keel has been retracted for storage.
  • Figure 7 is a side view of a generalized vessel of the present disclosure having similar dimensions to the embodiments shown in Figure 1 and Figure 4.
  • Figure 8 is a front view of the generalized vessel of Figure 7. DETAILED DESCRIPTION
  • Figure 1 shows a vessel 10 designed to meet certain wave condition specifications - safe operation in 3 meter waves.
  • a topside structure
  • keel 60 which in normal operation is balanced above the waterline 33 (and which may include a cabin 21 and a deck 22), is connected by one or more low waterline profile vertical struts 30 to an enclosed hull 50 which houses a buoyancy chamber 51.
  • An extended keel 60 comprised of a keel strut 61 and keel bulb 62, hangs from the hull 50.
  • Thrust is provided by one or more propulsive elements of known types, as may be varied in individual designs according to the prior art.
  • a propeller 40 is provided, along with transverse thrusters 41 through the aft vertical strut 31 and the forward vertical strut 32.
  • the transverse thrusters 41 permit the vessel 10 to turn on the spot without the need for a rudder and/or operation of the propeller 40.
  • the volume of water in the buoyancy chamber 51 is controlled by a buoyancy control system 24, located in the cabin
  • the vessel 10 has a length of 6.1 meters, a beam of 3.5 meters, a draft of 9.1 meters, and a total height of 15.1 meters. The displacement of the vessel is approximately 13 tonnes.
  • the large mass of a preferably lead keel bulb 62, and the length of the keel strut 61 are designed to cause the centre of mass/gravity of the vessel to lie below or near the bottom of the enclosed hull 50 having buoyancy chamber 151 .
  • the volume and lower density of the vertical struts 30 and hull 50 counteract the mass of the keel 60 to cause the center of buoyancy (at the desired waterline 33) to be positioned clearly above the center of gravity/mass. In the embodiment shown, (as depicted in Figure 7 , the center of buoyancy is above or near the top of the hull.
  • FIG. 4 and Figure 5 show different views of another preferred embodiment of the vessel 110.
  • vessel 110 comprises some similar elements.
  • a topside structure 120 which in normal operation is balanced above the waterline 133 (and which may include a cabin 121 and a deck 122), is connected by one or more low waterline profile vertical struts 130 to an enclosed hull 150 which houses a buoyancy chamber 151 and features optional stability fins 152.
  • An extended keel 160 comprised of a keel strut 161 and keel bulb 162, hangs from the hull 150.
  • forward propulsion is provided by an array of propulsive elements 140 comprising the rear propeller 141 on the aft strut 131 , side propellers 143 on either side of the hull 150 and transverse thrusters 142 through the aft strut 131 and the forward strut 132.
  • the array of propulsive elements 140 can provide (on the basis of dynamic estimation and instrumentation feedback) a thrust vector (of the type more fully described in relation to Figure 7 and Figure 8 below) forward thrust substantially opposite the drag force vector and in the horizontal plane of the net effective waterline 133.
  • a thrust vector of the type more fully described in relation to Figure 7 and Figure 8 below
  • such a control system may be considered optional, given the very stable righting moment against pitch or roll provided by the shape of the buoyancy chamber and the position of the center of gravity/mass below the centre of buoyancy.
  • a keel shaft 153 disposed through the hull 150 permits retraction of the keel 160 for operation in shallower waters, or for storage.
  • the present design does not include the feature, one can envision the vertical struts slideable mounted within shafts of the topside structure to permit a vessel within the scope of this disclosure to collapse further, for storage or for use in calmer seas - without departing from the scope of the present invention.
  • FIG 7 is a side view of a generalized vessel 210 of the present disclosure having similar dimensions to the embodiments shown in Figure 1 and Figure 4, showing forces acting on the vessel.
  • the centre of gravity 271 of the vessel 210 is kept below the center of buoyancy 270 in operation; such that the gravitational force 281 and buoyancy force 280 always act to right the vessel regardless of orientation.
  • One or more propulsive elements (rotors, propellers, thrusters, etc) 240 is used to propel the vessel 210 under thrust force vector 274.
  • At least one propulsive element is preferably positioned substantially at the same vertical heights as the net effective center of drag substantially at drag force vector 272 (as shown in Figure 3); or if the propulsive elements 240 are an array the thrust force vector 274 is dynamically positioned to maintain predominantly horizontal motion, and turning can be accomplished without a rudder.
  • control systems can cause the net effective propulsive force to adjust to the same vertical position as an estimate of the net effective center of drag.
  • a single propulsive element can be placed at the same elevation as the center of transverse drag, with thrust being directed by a rudder.
  • additional transverse thrusters 241 applying a net transverse thrust force 275 may be preferably included at substantially the same elevation as the net effective transverse drag force 273.
  • one 400 horse power diesel engine (not shown) can propel the vessel by driving a single propulsion unit 240 located at substantially the same elevation as the expected longitudinal center of drag 272 for the preferred net effective water plane/waterline.
  • the vessel may have a normal operating speed of 12 knots, with power available to transit at 15 knots.
  • Velocity lost to light vessels typically used in offshore wind farm maintenance and repair is made up by increasing the environmental operability window (significant wave heights up to 3m), which allows the vessel to dock effectively, complete safe transport and transfers in more variable wave conditions.
  • additional secondary transverse propulsion units 241 shown in Figure 8, the vessel 210 achieves a high level of maneuverability both at high speeds, during transit, and low speeds, while approaching and connecting to, inter alia, a turbine.
  • Overall thrust may be controlled conventionally by a trained mariner, using an engine throttle control and secondary thruster power allocation control.
  • Control from the operator may be a combination of a wheel and throttle control for the propulsion system and a joystick type arrangement for the secondary transverse propulsion units allowing the operator a high degree of control, while maintaining simplicity - or some other design which permits the operator to take fullest advantage of the propulsion options available.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Wind Motors (AREA)

Abstract

L'invention concerne un vaisseau à espars permettant d'accéder à des vaisseaux et des installations en mer, telles que des turbines de parcs éoliens, le centre de gravité du vaisseau étant positionné sous le centre de flottabilité, qui est positionné sous la ligne de flottaison lors du fonctionnement, la ligne de flottaison étant située, lors du fonctionnement, au niveau de mâts verticaux présentant une faible surface de section transversale, lesdits mâts verticaux supportant une structure en surface pour les passagers. Un système de commande de ballast actif et l'emplacement des éléments propulsifs permettent au vaisseau de naviguer en orientation verticale en positionnant le vecteur de propulsion de sorte qu'il se situe dans le même plan horizontal que le centre transversal de traînée du vaisseau. Un système d'accostage permet une liaison sûre entre le vaisseau et les installations en mer, telles que des éoliennes de conception générique.
EP11850739.1A 2010-11-25 2011-11-24 Véhicule d'accès maritime à espars Withdrawn EP2643206A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US41725010P 2010-11-25 2010-11-25
PCT/CA2011/001284 WO2012083417A1 (fr) 2010-11-25 2011-11-24 Véhicule d'accès maritime à espars

Publications (1)

Publication Number Publication Date
EP2643206A1 true EP2643206A1 (fr) 2013-10-02

Family

ID=46125776

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11850739.1A Withdrawn EP2643206A1 (fr) 2010-11-25 2011-11-24 Véhicule d'accès maritime à espars

Country Status (3)

Country Link
US (1) US20120132124A1 (fr)
EP (1) EP2643206A1 (fr)
WO (1) WO2012083417A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8613569B2 (en) * 2008-11-19 2013-12-24 Efficient Engineering, Llc Stationary positioned offshore windpower plant (OWP) and the methods and means for its assembling, transportation, installation and servicing
WO2013123383A1 (fr) * 2012-02-16 2013-08-22 Belinsky Sidney Centrale éolienne positionnée de manière fixe offshore (owp) et procédés et moyens destinés à son assemblage, transport, installation et maintenance
DE102015012485A1 (de) 2015-09-24 2017-03-30 Hochschule Flensburg Verfahren und Vorrichtung zum Transport von Personen und/oder Gütern auf dem Wasser
NO341961B1 (en) * 2016-05-23 2018-03-05 Remora As A vessel and method of employing a vessel, e.g. in a process of maintaining or assembling an offshore installation, a related assembly and apparatus
CN108327858B (zh) * 2017-12-29 2019-08-23 中国船舶重工集团公司第七一0研究所 一种高稳定性水下测量平台

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US2998790A (en) * 1958-04-01 1961-09-05 Russell I Mason Navigable surface craft
US3327668A (en) * 1966-02-04 1967-06-27 Mobil Oil Corp Marine structure
US3830178A (en) * 1973-04-26 1974-08-20 Us Navy Semisubmerged ship with hull extensions
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US5860380A (en) * 1997-03-14 1999-01-19 Burg; Donald E. Semi-submersible air cushion vehicle
GB2310832A (en) * 1996-03-04 1997-09-10 Deep Oil Technology Inc Floating caisson for offshore drilling, workover, production, and/or storage
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Also Published As

Publication number Publication date
WO2012083417A1 (fr) 2012-06-28
US20120132124A1 (en) 2012-05-31

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