Patent Application
20160355241
The present invention relates to improvements in suspension systems for vessels having a chassis portion and one or more hulls and specifically relates to control of the suspension system when the chassis is docked against a fixed or floating object.
There are known many vessels incorporating suspension systems to resiliently and/or adjustably support a chassis portion, at least partially, relative to one or more hulls. The Applicant's United States patent application publication numbers US2013/0233225 and US2013/0233226 show various arrangements of interconnected suspension systems for multi-hulled vessels and United States patent application publication number US2013/0213288 describes an alternative type of control actuator. The Applicant's international patent application publication number WO2013/181699 discloses a suspension geometry primarily suited to catamarans and WO2014/153600 discloses stabilisation of the chassis portion utilising gyroscopic stabilisers.
None of these advanced vessels providing suspension of the chassis portion are yet in operation on commercial offshore wind farms for example where currently conventional closed-tunnel rigid catamarans are most often used for ferrying personnel and parts to the pylon or foundation supporting each wind turbine. When the vessel reaches a pylon, the vessel is docked with the pylon by pushing the bow of the vessel into the side of the pylon to help generate sufficient friction between the vessel and the pylon to reduce relative motion. The personnel then have to judge when little relative motion is likely and transfer between the vessel and pylon as quickly as possible. This transfer activity increases in risk as the sea state increases.
It has been proposed to use multi-hulled vessels with resiliently suspended chassis portions to improve the safety of these transfers. The greater the improvement in steady state performance of a vessel docked with a pylon, the greater the safety margin, the higher the number of days servicing operations can be carried out and/or the smaller the service vessel may be thereby improving the safety and efficiency of the offshore wind farm.
It would therefore be desirable to provide a control system for a vessel incorporating a suspended chassis, the control system minimising relative motion between the pylon and at least a portion of the chassis.
According to a first aspect of the invention there is provided a control system for controlling at least a suspension system of a multi-hulled vessel, the vessel including a chassis portion, at least two hulls moveable relative to the chassis portion, the suspension system providing support of at least a portion of the chassis above the at least two hulls, the suspension system including adjustable supports (for example hydraulic rams, pneumatic springs and/or electro-magnetic actuators) and at least one motor to enable adjustment of a support force and/or displacement of the adjustable supports, the control system including a fender friction force input for receiving at least one signal indicative of a friction force on a fender portion between a fixed or floating object and the vessel chassis portion, and in response to fender friction force input, the control system being arranged to adjust the support force and/or displacement between the chassis portion and the at least two hulls to reduce or minimise the friction force on the fender portion.
At least one fender friction force sensor may be provided for supplying said at least one signal indicative of a friction force on the fender portion between the fixed or floating object and the vessel chassis portion.
The fender may be attached to the chassis of the vessel.
The control system may further include at least one fender reaction force input for receiving a signal indicative of a reaction force between the chassis of the vessel and the fixed or floating object. For example the reaction force may be perpendicular to the friction force and/or may be generated from a measured compression of the fender. The control system may increase or decrease a propulsion thrust in dependence on the signals received by the at least one fender friction force input and the at least one fender reaction force input. For example if the magnitude of the friction force is greater than a predetermined percentage of the magnitude of the reaction force, the propulsion force can be increased. Similarly, if a time averaged magnitude of the friction force is less than a predetermined percentage of the magnitude of the reaction force, the propulsion force can be decreased.
The adjustable supports may be adjusted to reduce or minimise the friction force on the fender portion while maintaining the chassis portion at a substantially level attitude.
The adjustable supports may include four adjustable supports being a front left, a front right, a back left and a back right adjustable support.
The at least two hulls may be a left hull and a right hull, the front left and back left adjustable supports being longitudinally spaced on the left hull and the front right and back right adjustable supports being longitudinally spaced on the right hull.
Alternatively, the at least two hulls may be a front left hull, a front right hull, a back left hull and a back right hull, the respective front left or front right adjustable support being located between a forward portion of the chassis portion and the respective hull, and the respective back left or back right adjustable support being located between a rearward portion of the chassis portion and the respective hull.
When a forward or rearward end of the vessel is adjacent the fixed or floating object, the control system may adjust the front left and front right supports and/or the back left and back right supports to reduce or substantially eliminate the vertical force in the fender portion while allowing the chassis portion to pitch. For example, if the bow of the vessel is adjacent the fixed or floating object, the pitch attitude of the chassis portion may be adjusted by adjusting the displacement of the front left and front right supports, or alternatively by adjusting the displacement of the front left and front right supports in an opposite direction to the back left and back right supports.
When a left or right side of the vessel is adjacent the fixed or floating object, the control system may adjust the front left and back left supports and/or the front right and back right supports to reduce or substantially eliminate the vertical force in the fender portion while allowing the chassis portion to roll. For example, if the left side of the vessel is adjacent the fixed or floating object, the roll attitude of the chassis portion may be adjusted by adjusting the displacement of the front left and back left supports, or alternatively by adjusting the displacement of the front left and back left supports in an opposite direction to the front right and back right supports.
The fender may be attached to the fixed or floating object.
According to a second aspect of the invention there is provided a method of controlling a chassis portion of a vessel, the vessel including a chassis portion, at least two hulls and a suspension system providing support of at least a portion of the chassis above the at least two hulls, and a suspension control system, the suspension control system including at least two modes of operation including a docked mode, the method including the steps of: sensing a friction force in a fender portion between the chassis of the vessel and a fixed or floating object; and in response to the sensed friction force, adjusting the suspension system to reduce or substantially eliminate the friction force in the fender portion.
The method may further include the step of determining when to enter or exit the docked mode, which step may include detecting a docking mode position of a mode selector.
The method may further include the step of sensing at the fender a reaction force between the chassis of the vessel and the fixed or floating object. For example the reaction force may be perpendicular to the friction force and/or may be generated from a measured compression of the fender.
Alternatively or additionally, the step of determining when to enter or exit the docked mode may include comparing the reaction force at the fender to at least one minimum value. For example the at least one minimum value may be an enter docked mode value and an exit docked mode value, the enter docked mode value being higher than the exit docked mode value.
The step of adjusting the suspension system to reduce or substantially eliminate the vertical force in the fender portion may include: adjusting the pitch attitude between the chassis portion and the at least two hulls of the vessel. For example, if the bow of the vessel is adjacent the fixed or floating object and if the vessel is a catamaran and has a left and a right hull, the pitch attitude of the chassis portion may be adjusted relative to the average pitch attitude of the left and right hulls. Alternatively, if the vessel is a quadmaran having two front hulls and two back hulls, the pitch attitude of the chassis portion may be adjusted relative to the at least two hulls by increasing the force or load between the two front hulls and the chassis portion and decreasing the force or load between the two back hulls and the chassis portion (or vice versa).
Alternatively or additionally, the step of adjusting the suspension system to reduce or substantially eliminate the vertical force in the fender portion may include: adjusting the heave attitude of the chassis portion relative to the at least two hulls of the vessel.
Additionally or alternatively, the step of adjusting the suspension system to reduce or substantially eliminate the vertical force in the fender portion may include: adjusting the roll attitude between the chassis portion and the at least two hulls of the vessel. For example, if the side of the vessel is adjacent the fixed or floating object and if the vessel is a catamaran and has a left and a right hull, the roll attitude of the chassis portion may be adjusted relative to the left and right hulls by increasing the force or distance between the left hull and the chassis portion and decreasing the force or distance between the right hull and the chassis portion (or vice versa). Alternatively, if the vessel is a quadmaran having two left hulls and two right hulls, the roll attitude of the chassis portion may be adjusted relative to the at least two hulls by increasing the force or distance between the two left hulls and the chassis portion and decreasing the force or distance between the two right hulls and the chassis portion (or vice versa).
The fender is attached to the chassis of the vessel or alternatively, the fender may be attached to the fixed or floating object.
The invention will be more readily understood from the following description of a number of specific embodiments incorporating one or more features of the invention, and as illustrated in the accompanying drawings. Other arrangements or embodiments are possible, so the provision of the accompanying drawings and the following description thereof should not be taken to limit the scope of the above description of the invention.
In the drawings:
Referring initially to
The vessel has a body or chassis portion 10 and at least one hull 11, located by suspension geometry such as the front leading arm 12 to permit vertical, i.e. heave, motions and pitch motions of the hull 11 relative to the chassis 10. Typically, this type of vessel would be a catamaran, i.e. having a left hull and a right hull, only the right hull 11 being visible in
When transferring people and/or cargo between the vessel 1 and the pylon 2 it is preferable to limit or prevent relative motion between the two. In the illustrated example, a ladder 21 is fixed to the side of the main body 20 of the pylon 2 and the ladder is protected by vertical poles 22 on either side of the ladder as can be seen in plan view in
The use of control systems to maintain a position on the deck, or even the entire deck, at a constant height or position are also known. However, when contact is made and held between the vessel 1 and an object such as the pylon 2, the use of conventional control systems is largely inappropriate as the contact point is restrained from moving vertically. It is possible to use suspension systems 20 with a soft pitch stiffness and this reduces the magnitude of the vertical, largely friction, forces between the vessel chassis and the poles and assists with safe transfers.
Throughout the drawings, equivalent parts are assigned like reference numerals.
Returning to the control of the suspension system of the catamaran in
For example, a dynamic simulation of vessel pole contact was performed for a sample vessel in four states: conventional (i.e. suspension locked); passive soft pitch suspension; active height control up to contact; and active force control. A +/−300 mm wave of 4.8 second period was input head on to the vessel and the thrust of the propulsion system was set to 50%.
In the conventional vessel pole contact simulation the suspension was locked rigid to allow a loose comparison to conventional fixed hull catamarans. As the water can flow between the hulls and the body this will still provide better results than a conventional catamaran with an enclosed tunnel. After the conventional vessel contacts the pole there is an initial swing in height after around 3 seconds as the fender on the chassis of the vessel slips from an initial pole contact position to a steady state position 350 mm higher, resulting in a bow upwards height offset on the pole. The steady state friction force swing for the conventional vessel model is 13 kN.
In the passive soft pitch vessel pole contact simulation, after the vessel contacts the pole there is again a (albeit around 30% smaller) vertical slip on the pole from the initial contact position to a steady state position around 250 mm higher. The steady state friction force swing is also reduced by around 30% to 9 kN. The pitch stiffness of the suspension system can be lower than the roll stiffness for example as is known from the Applicant's above referenced prior publications.
Measuring the bow height relative to the object (i.e. pylon) and averaging this over time, enables a set point to be chosen, then the bow height of the chassis can be actively controlled to this set point as the chassis contacts the pole. As soon as contact is made, the active bow height control can be deactivated and the pitch compliance of the suspension system can absorb the waves. In this simulation, there is negligible slippage of the chassis 10 on the poles 22. There is for this case a steady state friction force swing of 6 kn or less than 50% of the force swing of the conventional vessel simulation.
However, if in addition to using active bow height control prior to contacting the poles, the control system then switches to active force control, i.e. controlling in this example the pitch mode of the suspension system in dependence on the friction force between the chassis and the pylon, the safest contact is possible. In this case there is again negligible slippage of the chassis 10 on the poles 22, but most importantly, the steady state friction force swing is reduced to just 2 kn or approximately 15% of the force swing of the conventional vessel simulation. Clearly this provides not just minimal motion between the bow of the chassis and the poles 22 of the pylon 2, but also a significant safety margin.
If the wave height is increased to an amplitude at which the chassis slips relative to the pylon in each wave cycle and is unable to hold a steady state position, the conventional vessel limit wave amplitude is 325 mm, the passive soft pitch vessel limit wave amplitude is 425 mm, the active bow height vessel with control up to contact has a limit wave amplitude of 500 mm and the active force control vessel using friction force as a control input has a limit wave amplitude of 600 mm or almost double the wave height of a conventional vessel.
In the above modelled example the chassis is allowed to pitch as shown in
While allowing the chassis to pitch in this manner allows the bow to maintain a steady height for a large amplitude of height change of the water surface 3, maintaining the chassis portion 10 level, i.e. horizontal, as shown in
Instead of being fixed to the chassis of the vessel, the fender can alternatively be fixed to the pylon and can for example form part of a pylon load history system, the friction signal and/or the reaction force signal being transmitted for use as an input by the vessel control system.
The control system can include a docking or docked mode in which the suspension system is controlled in dependence on at least the friction force at the fender between the chassis of the vessel and the pole of the pylon. A user control input such as a mode selector can be used to initialise sensing of a friction force or preferable sensing of a reaction force to determine that the vessel is docked with a pylon. The mode selector can be a switch or an input on a touch screen or any other input device. Alternatively, the docked mode can be detected using reaction force either alone or in combination with other inputs such as propulsion thrust, speed or GPS position.
As friction force is a function of amongst other things, the reaction force, if the friction force is high or swing through a range that exceeds a predetermined proportion of the reaction force, ie more than 45, 50, 60 or say 75% of the reaction force, then to maintain a high safety margin, it is preferable to increase the reaction force. The thrust of the propulsion system of the vessel can be adjusted by the control system to increase the reaction force and therefore increase the safety margin of the vessel operation. Similarly, if the maximum friction force is less than a predetermined proportion (i.e. threshold) say 20 or 30% of the reaction force, the thrust of the propulsion system of the vessel can be adjusted by the control system to decrease the reaction force and therefore increase the efficiency of the vessel operation. These thresholds can be varied depending on whether there is a person transferring or whether the vessel is just readying for a transfer. For example, the pilot of the vessel or someone on the deck of the vessel near the transfer can press a button or other input device or automatic sensors can detect transfer activity and elect to increase the threshold, i.e. the safety margin, while a transfer is taking place, but the vessel can operate using a fuel efficient threshold while preparing for a transfer.
When the vessel withdraws away from the pylon or loses contact with the pylon, one or more sensors such as the reaction force sensor can be used to detect this and automatically exit the docked mode dependent on friction force.
The control system can include other modes of suspension control such as a bow height control mode prior to docking and at least one transit mode which can potentially be multiple transit modes dependent on sea state or speed for example.
The actuators of the suspension system may be independent or interconnected hydraulic or pneumatic rams, or electromagnetic actuators or any other known form of adjustable support. At least one motor must be provided to drive the adjustment of the adjustable supports, i.e. a motor driving a hydraulic or pneumatic pump or a linear electrical motor. Additional supports can be provided such as coil springs or air springs. When the adjustable supports are adjusted, they can change length, i.e. cause a displacement between the chassis portion and the at least two hulls, or they can change force, i.e. the support force changes with or without a displacement taking place, depending on the inputs and the other supports.
The suspension system can provide all of the support of the chassis portion above the hulls, or alternatively, if for example the chassis portion includes a water-engaging hull portion, then the suspension system provides only partial support of the chassis portion relative to the hulls.
The invention has been illustrated on a catamaran but can be applied to vessels with other numbers of hulls, although in most embodiments the adjustable supports include four adjustable supports, i.e. a front left, front right, back left and back right adjustable support. Each adjustable support can comprise more than one actuator or resilient support. For example, on a catamaran, the front left adjustable support is longitudinally spaced from the back left adjustable support, connected between the left hull and the chassis portion either directly or indirectly such as via suspension arms. Similarly the front right and back right adjustable supports are longitudinally spaced on the right hull both being directly or indirectly connected between the right hull and the chassis. The front (left and right) adjustable supports providing at least partial support of the forward portion of the chassis while the back adjustable supports provide at least partial support of the rearward portion of the chassis.
The friction force based control system of the present invention can be applied to quadmarans where the front left adjustable support is connected between a front left hull and the chassis portion, the front right adjustable support is connected between a front right hull and the chassis portion, the back left adjustable support is connected between a back left hull and the chassis portion, and the back right adjustable support is connected between a back right hull and the chassis portion.
Where the above description of the drawings explained the example of the bow of the vessel contacting the pylon or other fixed or floating object, it can be used if the stern contacts the pylon or other fixed or floating object. Similarly, the left or right sides of the vessel can including the docking region between the chassis and the pylon or other fixed or floating object. If the docking region is on the left or right side of the vessel, the chassis can be permitted to roll instead of the pitch of the examples in
Modifications and variations as would be apparent to a skilled addressee are deemed to be within the scope of the present invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2013904833 | Dec 2013 | AU | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/AU2014/001118 | 12/11/2014 | WO | 00 |
