Patent Grant
9446825
The field of the present invention relates to ships. In particular, self-propelled, catamaran-type, dual-application, semisubmersible ships with hydrodynamic hulls and columns are described herein.
A wide variety of ships or vessels are available for various maritime applications. Some of these are described in:
Various of the references listed above disclose catamaran-type vessels for maritime lifting, drilling, or other operations. The catamaran hulls in some examples are floating, barge-type hulls; in other examples the catamaran hulls are semisubmersible hulls that enable the vessel to be raised or lowered relative to the water surface. Some of the vessels disclosed include various degrees of self-propulsion for maneuvering, positioning, station-keeping, or cruising. The vessels disclosed in the listed references are limited in their abilities to operate in rough seas or high wind, in their cruising ranges, or in their cruising speeds.
In the United Stated Offshore Continental Shelf portion of the Gulf of Mexico alone (i.e., within the 200-mile economic exclusive zone) there are currently over 1000 oil drilling or production platforms, many of them submerged, that have been condemned by the U.S. Department of the Interior. A need exists for a working vessel for recovering those structures, and others elsewhere, that can rapidly transit large distances and that can cruise or work on a year-round basis in a wide range of potentially adverse conditions at sea, e.g., in rough seas, high wind, or heavy weather.
A semisubmersible vessel can comprise: a first hull, one or more columns extending upward from the first hull, a second hull, one or more columns extending upward from the second hull, and one or more cross members joining the first hull or its columns and the second hull or its columns. The first and second hulls are shaped to reduce hydrodynamic drag; the one or more columns can also be shaped to reduce hydrodynamic drag. The hulls include one or more self-propulsion units mounted at various locations for various purposes (e.g., cruising, maneuvering, station-keeping, and so on).
Objects and advantages pertaining to semisubmersible vessels may become apparent upon referring to the example embodiments illustrated in the drawings and disclosed in the following written description.
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key features or essential features of the subject matter subsequently claimed, nor is it intended to be used as an aid in determining the scope of such subsequently claimed subject matter.
It should be noted that the embodiments depicted in this disclosure are shown only schematically, and that not all features may be shown in full detail or in proper proportion. Certain features or structures may be exaggerated relative to others for clarity or emphasis (e.g., the thrusters relative to the hulls). It should be noted further that the embodiments shown are examples only, and should not be construed as limiting the scope of the written description or subsequently presented claims.
It would be desirable to provide a vessel that can engage in recovery operations such as those described above at greater depths and in less favorable conditions than previous vessels. In particular, it would be desirable to produce a vessel that can cruise under its own power at speeds greater than about 15 knots or even greater than about 20 knots, that can operate at depths exceeding about 700 feet, that can continue to operate in seas greater than about 6 feet, and can continue to operate in wind in excess of about 30 knots. The examples described below achieve those objectives.
A semisubmersible vessel can comprise: a first hull 100, one or more columns 200 extending upward from the first hull 100, a second hull 100, one or more columns 200 extending upward from the second hull 100, and one or more cross members joining the first hull 100 or its columns 200 and the second hull 100 or its columns 200. The cross members can comprise one or more metal pipe matrices 320 (as in
The vessel of Example 1 can be further adapted, arranged, or configured so that each one of the hulls 100 is divided by transverse frames or bulkheads 140. The frames 140 can define the transverse cross section of the hulls 100 and can be linked along each hull 100 by longitudinal structural members (e.g., by stringers), while the bulkheads 140 can divide the hulls 100 into discrete, water-tight chambers; in one specific example each hull 100 can be divided into twenty-six such compartments. The frames or bulkheads 140 provide structural support and integrity, and the discrete, water-tight chambers can reduce or prevent downflooding of other compartments when one of them is flooded, e.g., by being damaged or otherwise breached. In one particular example, the hydrodynamic shape of each hull 100 can comprise: a rounded bow section with a drag coefficient less than about 0.1, less than about 0.08, or less than about 0.06 through the first four frames; a middle section having a substantially constant transverse cross-section from frames 5 through 14; and a tapered section tapering at a 2:1 aspect ratio from frames 15 through 26. Each hull 100 can terminate with a shaft supporting variable-pitch propellers or impellers 110. Each propeller 110 can be surrounded by a corresponding Kort nozzle 112 and act as a rudder. Each hull 100 can have a length greater than about 300 feet and a beam greater than about 50 feet; other suitable sizes (larger or smaller) can be employed as needed for a particular vessel. In one specific example, each hull 100 is about 360 feet long (including propellers), about 60 feet wide, and about 50 feet high, and the overall width of the vessel is about 300 feet.
The vessel of Examples 1 or 2 can be further adapted, arranged, or configured so that the middle section (i.e., frames 5 through 14) of each hull 100 is flattened on its dorsal (top) side to accommodate two or more vertical towers or columns 200 per hull. In a typical example two columns 200 are positioned on each hull 100, for a total of four columns 200 for the vessel. The vertical columns 200 each have a foil-shaped horizontal cross-section (in some examples a symmetric foil-shaped cross-section;
One or more modules 310 can be included on or within one or more of the columns 200; modules 310 can be included to provide one or more of: crew accommodations (e.g., crew quarters or berthing hotel, galley facilities, shops), bridge facilities (e.g., navigation, communications), engineering facilities, administrative or business offices or other facilities, power generation facilities, remotely operated vehicle (ROV) facilities, or facilities for other vessel needs or functions. Such modules 310 typically are arranged at the top of the columns 200 and in a row substantially parallel to the hulls 100. In one specific example, the modules 310 can be about 50 feet high and about 60 feet wide and can be positioned on the columns 200 so that the distance from the top of the corresponding hull 100 to the bottom of the module 310 is about 80 feet. One or more of the columns 200 can include one or more elevators or utility conduits, cable trays, wiring, lines, piping, and so forth (
So-called chafing boards 210 can be mounted on the columns 210 to prevent direct contact between the columns 210 and any vessel, barge, or salvaged objects in the volume between the columns. The chafing boards 210 can be of any standard or suitable type, e.g., wooden members held by a metal frame or housing so that any contact with a vessel or object between the columns is with the wooden members and not with the columns 200.
The vessel of any of Examples 1-3 can be further adapted, arranged, or configured so that each one of the columns 200 comprises a corresponding steel pipe matrix 220. The foil-shaped outer surface of each column 200 (
In some other instances a combination of arches and boxed beams can be employed. In some instances, the steel pipe matrix 220 can continue upward and across in the form of an arch 390 connecting the two hulls 100 (i.e., acting as cross members;
The vessel of any of Examples 1-4 can be further adapted, arranged, or configured so that the hinges allow each hull 100 and its corresponding columns 200 to cant up to about 8° outward relative to the cross members, thereby enhancing the stability of the vessel in rough seas (
The vessel of any of Examples 1-5 can be further adapted, arranged, or configured so that the structural integrity holding the vessel together is dependent on the one or more cross members in the form of one or more metal pipe matrices 320, one or more platforms 330, one or more arches 390, one or more boxed beams, or combinations thereof. The cross members can be connected to the columns 200 at the top of any modules 310 that might be present, typically without cross bracings, X-bracings, K-bracings, lower transverse cross arms, or other structural members that extend horizontally at or near the water surface 99 to connect the hulls 100 or columns 200 together. Hydraulic rams 230 act as gusset- or strut-like structural members that strengthen the coupling of the columns 200 and the pipe matrix 320 or platform 330 to enhance the robustness and structural integrity of the vessel. Lack of transverse structural members at or near the water keeps the area of water surface 99 between the hulls and columns unobstructed to allow other ships, barges, other equipment or machinery, or lifted objects (e.g., salvage) to enter that area substantially unimpeded. For example, in a typical salvage operation the salvaged object can be lifted and suspended over the water while another vessel such as a barge maneuvers between the columns 200 below the object, which can then be lowered onto the barge. In some instances the salvaged object can be suspended below water while a submerged drydock is moved into place below the object.
In the vessel of any of Examples 1-6, each hull can further include one or more self-propulsion sources. In some instances conventional propellers 110 can be fitted to propeller shafts at the aft end of each hull and act as the primary propulsion source for high-speed cruising. Each propeller can be shrouded by a corresponding Kort nozzle 112. Each propeller 110 can have controllable, variable pitch and act as a rudder or steering device. Any suitable drive system can be employed for driving the propellers 110 and can be housed within the corresponding hull 100, one of the corresponding columns 200, or in a corresponding module 310. If housed outside the hull 100, a transmission mechanism of any suitable type would be needed to couple the drive system to the propeller shaft in the corresponding hull 100. In one specific example, electric motors mounted in the hulls 100 drive the propellers 110; power to drive the electric motors is generated in one or more modules 310 at the top of the corresponding columns 200, e.g., by one or more diesel-electric generators, leaving more space in the hulls 100 available for ballast or pumping equipment.
In some instances, one or more drop-down thrusters 130 can be located on the ventral (bottom) surface of each hull 100. The thrusters 130 typically can be rotated to be directed in any desired direction (e.g., forward, aft, transversely, or in some intermediate orientation) and can be used primarily for maneuvering, station-keeping, or assisting in getting underway. In one example, one drop-down thruster 130 is located near the bow, forward of frame 6, and another is located near the stern, aft of frame 20. The drop-down thrusters 130 vertically deploy from and retract into the corresponding hull 100, preferably with a hatch for maintaining a streamlined hull profile when closed. Each drop-down thruster 130 is preferably received into its own watertight cofferdam. In some instances each hull 100 includes one or more transverse thrusters 120, each mounted in its own tunnel through the corresponding hull 100, preferably with hatches for maintaining a streamlined hull profile when closed. Each tunnel thruster 120 can be enclosed in its own watertight cofferdam. Tunnel thrusters 120 can be particularly useful in shallow-draft situations when drop-down thrusters 130 cannot be deployed; in other instances a combination of tunnel thrusters 120 and drop-down thrusters 130 (oriented transversely) can be used together to provide even greater transverse thrust. In one example, each hull 100 has one transverse thruster 120 near the bow forward of frame 4 and another near the stern aft of frame 5. In some examples a combination of drop-down thrusters and tunnel thrusters can be employed for performing various purposes (e.g., maneuvering, station-keeping, or assisting in getting underway). Various propellers, impellers, Kort nozzles, drop-down thrusters, and tunnel thrusters are available commercially, e.g., from vendors such as Lipps, Schottel, Rolls-Royce Kamewa, or Wartsila.
In one specific example, four (total) drop-down thrusters 130 are employed at about 3750 horsepower (hp) each, four (total) transverse tunnel thrusters 120 are employed at about 1000 hp each, and two (total) main propellers 110 are driven at about 5000 each, for a total of 29,000 hp (greater than 21 MW). That level of power output can counteract the effects of wind up to about 63 knots on the beam or up to about 105 knots on the bows. Other power levels and distributions among the various propulsion elements can be employed. With this or similar propulsion arrangements, the vessel can be self-sufficient, i.e., can operate without the assistance of tug vessels, with respect to docking, undocking, maneuvering in-port or at a work site, station-keeping, and transit (in both shallow and deep waters).
A set of one or more propellers 110, one or more drop-down thrusters 130, and one or more transverse thrusters 120 on each of the two hulls 100 can be interfaced in any suitable way to a guidance or positioning system. Coordinated actuation of these multiple self-propulsion sources (e.g., using a dynamic positioning system, such as a system available commercially from Kongsberg Maritime) can be employed to produce any desired motion of the vessel, e.g.: station-keeping; docking, undocking, or other fine maneuvering in harbor or at a work site; getting underway; or high-speed cruising (e.g., greater than about 15 knots, or even greater than about 20 knots). These motions can be achieved without the aid of anchors or ground tackle, and without the aid of tug vessels. The hydrodynamic shapes of the hulls 100 and columns 200 enable such high cruising speeds. The primary impediment to the vessel's motion is at the water surface 99; in a ballasted condition with submerged hulls 100, only the streamlined (i.e., foil-shaped;
In the vessel of any of Examples 1-7, each hull 100 can further include one or more ballast tanks and one or more pumps to control the draft of the vessel (i.e., distance from water surface 99 to hull top). In one example arrangement, each hull 100 can include cross-connected fore and aft pump rooms (each with a dedicated sea chest), main ballast tanks near the center of each hull, and trim tanks near the bow and stern; typically there would be no cross connection between the hulls 100. The bulkheads 140 can serve to separate adjacent ballast tanks. In some instances, the ballast tanks can be arranged with a lighter displacement (in one specific example, about 12,000 tons) to maintain a draft of around 20 feet (e.g., suitable for port visits, in-harbor maneuvering, docking, or shallow-water deployment). In other instances, the ballast tanks can be arranged with heavier displacement (in the specific example, about 17,000 tons) to maintain a draft of around 40 feet (e.g., suitable for deep-water deployment or for working in a severe environment, with the greater mass providing improved stability and station-keeping). The lighter displacement can be employed for transiting open waters or open sea (i.e., a transit draft or cruising draft); in some instances an intermediate displacement resulting in a draft of around 30 feet can be suitable for transiting open waters or open sea. Pipe matrices 320, platforms 330, arches 390, boxed beams, other cross members, tower crane(s) 350, gantry(ies), or other equipment can add another 5,000 tons. Smaller draft might be employed. Each hull 100 can further include smaller trim tanks at or near its fore and aft ends and larger main ballast tanks in its main body.
The vessel of any of Examples 1-8 can be employed for a variety of maritime applications, especially those requiring heavy-lift capabilities. Examples include but are not limited to: lifting or setting offshore oilfield drilling, production, or construction platforms on the surface; recovering condemned, wrecked, or destroyed offshore facilities on the seabed or in the water column; recovering wrecks of airplanes, ships, or submarines lost at sea. In some instances a platform cross member 330 can connect the columns 200 and hulls 100 (
It is intended that equivalents of the disclosed exemplary embodiments and methods shall fall within the scope of the present disclosure or appended claims. It is intended that the disclosed exemplary embodiments and methods, and equivalents thereof, may be modified while remaining within the scope of the present disclosure or appended claims.
Various systems, subsystems, components, structural elements, functional elements, or other features disclosed in the references incorporated above may be applicable to the vessels disclosed herein. The present application shall be regarded as implicitly disclosing any suitable combination of such incorporated systems, subsystems, components, or features with any of the examples explicitly disclosed herein.
In the foregoing Detailed Description, various features may be grouped together in several example embodiments for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that any subsequently claimed embodiment requires more features than are expressly recited in the corresponding claim. Rather, inventive subject matter may lie in less than all features of a single disclosed example embodiment. Thus, any claim subsequently presented that relies upon this disclosure for support shall stand on its own as a separate disclosed embodiment. However, the present disclosure shall also be construed as implicitly disclosing any embodiment having any suitable set of one or more disclosed or claimed features (i.e., sets of features that are not incompatible or mutually exclusive) that appear in the present disclosure or the incorporated references, including those sets that may not be explicitly disclosed herein. In addition, for purposes of disclosure, each of the appended dependent claims shall be construed as if written in multiple dependent form and dependent upon all preceding claims with which it is not inconsistent.
For purposes of the present disclosure, the conjunction “or” is to be construed inclusively (e.g., “a dog or a cat” would be interpreted as “a dog, or a cat, or both”; e.g., “a dog, a cat, or a mouse” would be interpreted as “a dog, or a cat, or a mouse, or any two, or all three”), unless: (i) it is explicitly stated otherwise, e.g., by use of “either . . . or,” “only one of,” or similar language; or (ii) two or more of the listed alternatives are mutually exclusive within the particular context, in which case “or” would encompass only those combinations involving non-mutually-exclusive alternatives. For purposes of the present disclosure, the words “comprising,” “including,” “having,” and variants thereof, wherever they appear, shall be construed as open ended terminology, with the same meaning as if the phrase “at least” were appended after each instance thereof.
If any one or more disclosures are incorporated herein by reference and such incorporated disclosures conflict in part or whole with, or differ in scope from, the present disclosure, then to the extent of conflict, broader disclosure, or broader definition of terms, the present disclosure controls. If such incorporated disclosures conflict in part or whole with one another, then to the extent of conflict, the later-dated disclosure controls.
The Abstract is provided as required as an aid to those searching for specific subject matter within the patent literature. However, the Abstract is not intended to imply that any elements, features, or limitations recited therein are necessarily encompassed by any particular claim that might subsequently rely upon this disclosure for support. The scope of subject matter encompassed by each such claim shall be determined by the recitation of only that claim.
This application claims benefit of U.S. provisional App. No. 61/914,209 filed Dec. 10, 2013 in the name of Hugh Francis Gallagher, said provisional application being hereby incorporated by reference as if fully set forth herein.
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| Number | Date | Country | |
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| 61914209 | Dec 2013 | US |
