Optimal Thrust Allocation Methods for Dynamic Positioning of Ships
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A Study of the Twin Fin Concept for Cruise Ship Applications
Centre for Naval Architecture A Study of the Twin Fin Concept for Cruise Ship Applications Frida Nyström [email protected] Master of Science Thesis KTH Stockholm, Sweden June 2015 Abstract The aim with this thesis is to investigate if the Twin Fin concept can be a beneficial propulsion system for large cruise ships, about 300 m long. The Twin Fin concept is a new propulsion system, launched in 2014 by Caterpillar Propulsion [1]. The concept is diesel-electric and has two fins, containing a gearbox and an electric motor, immersed in water [2]. Previous investigations have shown the concept to have several advantages compared to other propulsion systems . A seismic vessel, Polarcus, has been retrofitted with the Twin Fin concept and it has been proved to have both operating and cost benefits compared to its previous arrangement with azimuth thrusters [3]. Diesel-electric propulsion is common for cruise ships, which would make the Twin Fin concept a possible propulsion solution for them. It’s of interest to investigate if the concept can be as beneficial for large cruise ship as it has shown to be for other vessel types. To investigate this the whole concept is considered. A cruise ship hull and fins are modeled with computer-aided design (CAD) using CAESES/FRIENDSHIP- Framework (CAESES/FFW), starting building up a procedure for customization of fin design into ship layout. Tracking of the operation of similar cruise ships is performed with automatic identification system (AIS) in order to create an operational profile for the model cruise ship. A propeller is designed for the model cruise ship, using a Caterpillar Propulsion in-house software. -
Veth Rudder Propellers Toturn Yourworld the Power
VETH RUDDER PROPELLERS TO TURN YOUR WORLD YOUR TURN TO THE POWER POWER THE BY About Veth Propulsion Veth Propulsion, by Twin Disc, is a customer-oriented Dutch thruster manufacturer. A family-owned company, established in Papendrecht in the Netherlands in 1951, and international player which is leading in quality, service, innovation and sustainability. Veth Propulsion develops and produces various types of Your requirements are our starting point to entering into a Z-drives, including retractable thrusters, Hybrid Drives, Swing relationship. Due of the wide range of products, combined Outs and deck mounted units. You can find the Veth Rudder with the expertise of our staff and our innovative designs, you propeller everywhere, from inland marine to tug and offshore can always expect a total concept. vessels. The type of Z-drive that best suits your needs, depends on factors such as the type of vessel you have and the desired You can also choose to have the drive line delivered with your maneuverability. It revolves around what you consider to be rudder propeller or thruster. As a leading Scania and Sisu Diesel important! dealer, Veth Propulsion delivers new and remanufactured propulsion engines (variable speed) and generator engines You can expect a personal and down-to-earth approach and a (set and variable speed). reliable image and brand awareness in several marine markets. Your sailing profile and specific needs form the basis for our Relying on our expertise and decades of experience, we can bespoke solutions including rudder propellers, bow thrusters, give you advice on the most suitable solution and possibilities. -
DYNAMIC POSITIONING CONFERENCE October 10-11, 2017
Author’s Name Name of the Paper Session DYNAMIC POSITIONING CONFERENCE October 10-11, 2017 Thrusters Influence of Thruster Response Time on DP Capability by Time-Domain Simulations D. Jürgens, M. Palm Voith Turbo, Heidenheim, Germany D. Jürgens, M. Palm Influence of Thruster Response Time on DP Capability Abstract Due to their simplicity static approaches are a commonly used method of assessing the DP capability of offshore vessels. These static approaches are essentially based on a balance of forces and moments caused by environmental conditions, as well as the thruster forces. The ensuing DP plots usually come up with unrealistically high application limits regarding admissible environmental conditions for a given operation. This phenomenon is due to the fact that important influencing factors are being neglected. One example is the assumption that the vessel is at rest and another one is the fact that the responsiveness of thrusters is not considered. With the Voith-Schneider-Propeller an alternative propulsion system for DP applications is available. It differs from conventional azimuth thrusters primarily because of its faster thrust variation and thrust change over zero position. Since static approaches completely ignore this factor, this paper intends to quantify the influences of the response time of a thruster on the wind envelope with the help of time-domain DP simulations and the ensuing capability plots. For this purpose comprehensive simulations have been carried out for an offshore support vessel while varying the dynamic thruster characteristics. Relevant assessments show that the response time has a significant influence on the DP capability and thus the operational window. -
Construction of a Hardware-In-The-Loop Simulator for Azipod Control System Testing
Markus Nylund Construction of a hardware-in-the-loop simulator for Azipod control system testing Thesis submitted for examination for the degree of Master of Science in Technology. Espoo 03.08.2016 Thesis supervisor: Prof. Seppo Ovaska Thesis advisor: D.Sc. (Tech.) Juha Orivuori Aalto-universitetet, PL 11000, 00076 AALTO www.aalto.fi Sammandrag av diplomarbete Författare Markus T. V. Nylund Titel Construction of a hardware-in-the-loop simulator for Azipod control system testing Examensprogram Utbildningsprogrammet för elektronik och elektroteknik Huvud-/biämne Elektronik med tillämpningar Kod S3007 Övervakare Prof. Seppo Ovaska Handledare TkD Juha Orivuori Datum 03.08.2016 Sidantal 9+90 Språk engelska Sammandrag Syftet med detta diplomarbete är att konstruera en simulator för Azipod® roderpropellern. Azipod® är ett varumärke av en roderpropeller med en elmotor som driver propellern. Hela roderenheten är belägen utanför fartygets skrov och det är möjligt att rotera roderpropellern obegränsat runt sin axel. Unikt för roderpropellrar är att drivkraften kan göras fullständigt elektriskt samt att roderpropellern är en dragande propeller till skillnad från tryckande konventionella propellrar. Dessa egenskaper ökar på ett fartygs energieffektivitet. Målet med arbetet är att bygga en (Azipod®) roderpropellersimulator och en tillhörande styrenhet som liknar fartygs styrenheter. Fokus för arbetet ligger på propulsionsstyrenheten. Simulatorn skall fungera liknande som den kommersiella produkten, men med mindre hårdvara. Fartygs styrkonsolpaneler samt alla nödvändiga mätinstrument virtualiseras. Ett extra program skapas för att möjliggöra stimulans för systemet för de virtualiserade mätinstrumenten. Detta program körs från en godtycklig dator som är uppkopplad till simulator nätverket. Simulering av Azipod® roderpropellern utförs av två sammankopplade motorer. Den ena motorn representerar en Azipod® rodermotor och den andra motorn belastar propulsionsmotorn. -
Problems of Handling Ships Equipped with Azipod Propulsion Systems
PRACE NAUKOWE POLITECHNIKI WARSZAWSKIEJ z. 95 Transport 2013 Lech Kobyliski Foundation for Safety of Navigation and Environment Protection PROBLEMS OF HANDLING SHIPS EQUIPPED WITH AZIPOD PROPULSION SYSTEMS The manuscript delivered, March 2013 Abstract: Large ships, mainly large cruise vessels, built during last two decades are quite often equipped with revolutionary propulsion devices known under the name AZIPODs. There are many reasons for choosing AZIPODs as main propulsion units, the main reason being excellent manoeuvring characteristics achieved. However in case of large propulsion units, having power of 15-25 MW, used for propulsion there are also some disadvantages and limitations, the last mainly related to operational factors. Handling of ships equipped with AZIPODS is different from handling conventional ships and in certain manoeuvring situations safety of the ship and of the propulsion units might be endangered.. Therefore some limitations imposed on handling procedures are necessary and it is essential that pilots and masters of ships fitted with AZIPODs must be specially trained. Keywords: ship manoeuvrability, podded propulsion, handling of ships with Azipods 1. INTRODUCTION During recent times the new type of vessel has been introduced to the world shipping fleet in large numbers. This type is passenger cruise vessel. Statistics of ships in operation and on order reveals that more than 750 ships of different size that could be defined as cruise ships are recently in operation, more than about 50 of them are large ships of more than 250 metres in length and carrying sometimes as much as 6000 passengers. According to the definition cruise ship is usually a very large passenger ship that makes a roundtrip with several en route stops and takes passengers only at the port where trip begins and ends. -
Extending Uptimes for Tugs with the Voith Schneider Propeller (VSP) Case Study SHIPBUILDING & EQUIPMENT PROPULSION & MANOEUVRING TECHNOLOGY
voith.com Extending uptimes for tugs with the Voith Schneider Propeller (VSP) Case study SHIPBUILDING & EQUIPMENT PROPULSION & MANOEUVRING TECHNOLOGY Extending uptime for tugs SEAKEEPING BEHAVIOUR Rolling movements are often the limiting factor for tug operations in waves. However, the Voith Schneider Propeller (VSP) with its fast and dynamic thrust adjustment, enables efficient active roll stabilisation and dynamic positioning (DP). This opens up new opportunities to increase the efficiency of tug operations, write Dr Dirk Jürgens and Michael Palm from Germany’s Voith GmbH. Tug rolling motions are often the limiting factor in offshore applications. While the waves counter LNG carriers from an optimal direction – from bow or stern – tugs often have to operate un- der the worst beam wave conditions. At a moderate significant wave height of Hs = 1.9m, roll angles of up to 26.7° were measured [5], with significant implica- tions for crew welfare and productivity. The VWT or RAVE Tug is a well- heberrechtlich untersagt. proven design and the Carrousel Rave Tug (CRT) [6] offers scope to deploy active Voith Roll Stabilization (VRS). As a re- sult, roll movements can be reduced con- siderably, by as much as 70% on tugs. The basis for the VRS is the fast response of the VSP [7], [8]. This article explains the effect of VRS using calculations, model tests and cus- tomer feedback as examples. The conclu- sion is that through the targeted use of Figure 1: Voith Water Tractor, Forte, equipped with two Voith Schneider Propellers (VSP36EC) VRS to reduce roll, the operating times and the electronic Voith Roll Stabilization (VRS) Source for all images and figures: Voith of offshore tugs can be significantly ex- ugs must now work in bigger waves because today’s larger vessels require Tthem to make line connections ear- lier, particularly in areas where consider- able waves build up [1]. -
Integrating INS and GNSS Sensors to Provide Reliable Surface Positioning
Author’s Name Name of the Paper Session DYNAMIC POSITIONING CONFERENCE October 9-10, 2012 SENSORS I SESSION Integrating INS and GNSS Sensors to Provide Reliable Surface Positioning By David Russell VERIPOS David Russell, VERIPOS Integrating INS and GNSS Sensors to Provide Reliable Surface Positioning ABSTRACT The ideal surface positioning system will provide a constant, stable, accurate and repeatable position in real-time which is essential to safe and productive operations. In perfect conditions, GNSS along with augmentation data can deliver this performance and with the modernization of existing constellations and the imminent arrival of new satellite constellations the performance and availability of GNSS should improve. However, while additional observations will be available, the satellite signals are still susceptible to effects of ionosphere scintillation and interference whether intentional or un-intentional plus signal blockage can occur when working close to platforms and this will result in degraded positioning. Inertial Navigation involves determining a position through dead reckoning using gyros and accelerometers to calculate changes in position, velocity and attitude. Inertial Navigation Systems (INS) are completely self contained and inherently robust providing output with exceptional good short term accuracy but the position accuracy will drift with time. INS and GNSS are complementary sensors and when combined can deliver constant, stable, accurate and repeatable positioning. The integration of GNSS and inertial technologies exploits the long term accuracy and precision characteristics of GNSS positioning with the continuous availability and fast update rate of inertial sensors. The resulting integrated system can bridge GNSS disruptions (e.g. ionospheric scintillation, physical obstructions, etc.) as well as detecting position outliers due to common mode failures which can affect vessel GNSS systems simultaneously which is particularly advantageous for DP operations. -
DYNAMIC POSITIONING ACCREDITATION and CERTIFICATION SCHEME STANDARD January 2017
DYNAMIC POSITIONING ACCREDITATION AND CERTIFICATION SCHEME STANDARD Effective Date 1st January 2017 DISCLAIMER While every effort has been made to ensure that all the information in this document is updated and correct, The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting from use of this information. Likewise, The Nautical Institute cannot be held responsible for any damage to property, trainers or operators while following these guidelines. This information is produced in good faith, but we cannot guarantee the accuracy and/or completeness of the information which is produced for guidance purposes only. DYNAMIC POSITIONING ACCREDITATION AND CERTIFICATION SCHEME STANDARD January 2017 © The Nautical Institute 2016 202 Lambeth Road, London, SE1 7LQ - United Kingdom Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817 www.nautinst.org www.nialexisplatform.org DPACCSTD-v1.1-Jan 2017 CONTENTS 1. INTRODUCTION TO THE DYNAMIC POSITIONING OPERATOR TRAINING STANDARD ........................... 2 2. OFFSHORE TRAINING SCHEME ............................................................................................................ 6 3. SHUTTLE TANKER TRAINING SCHEME ................................................................................................ 10 4. ACCREDITATION ................................................................................................................................ 13 APPENDIX A - MINIMUM QUALIFICATION REQUIREMENT ............................................................................ -
Saipem Constellation Ultra-Deep Water Rigid & Flexible Pipelay, Heavy Lift, Construction Dp 3 Vessel Saipem Constellation
VESSEL SAIPEM CONSTELLATION ULTRA-DEEP WATER RIGID & FLEXIBLE PIPELAY, HEAVY LIFT, CONSTRUCTION DP 3 VESSEL SAIPEM CONSTELLATION ULTRA-DEEP WATER RIGID & FLEXIBLE PIPELAY, HEAVY LIFT, CONSTRUCTION DP 3 VESSEL VERSATILITY CAPABILITY RELIABILITY HIGH MANOEUVRABILITY ULTRA-DEEP WATER RIGID DP 3, ICE CLASS, HELIDECK AND TRANSIT SPEED REELED/ FLEXIBLE PIPELAY, HEAVY LIFT AND CONSTRUCTION TECHNICAL SPECIFICATIONS* MAIN FEATURES DYNAMIC POSITIONING PIPELAY EQUIPMENT Length overall: 178 m DP 3 system: Kongsberg K-Pos DP Type: combined pipelay tower for reel Moulded breadth: 46 m Position Reference Interface lay and flex lay over a moon pool Moulded depth: 15 m Taut Wire Tensioners: 2 x 400 t (rigid) Draft max.: 10.5 m summer draft 3 DGPS or 2 x 260 t Pipelay type: rigid and flex systems, 1 x Radius Hang-off module: 900 t through moon pool 1 x Spot Track Pipe storage: 8 x 1,200 t reels Pipelay capacity: rigid: 4” - 16” OD Acoustic Reference: 2 for rigid pipe (4 onboard – 4 ashore) flexible: 4” - 24” OD Gyro: 3 2 x 1,250 t under-deck carousels Anemometer: 3 for flexible pipe CLASSIFICATION VRU: 3 A&R system: 2 x 600 t traction winches Det Norske Veritas single or tandem use through moonpool DNV 1A1 Ship Shaped Pipelaying Vessel, POWER GENERATION single through STBD AHC Fairlead Dynpos Autro, ICE-1A, Clean Design 37 MW through 12 gensets (removable) IMO: 9629756 in 4 engine rooms Steel wire rope capacity: 2 x 4,500 m Call sign: C6DW9 Flag: Bahamas CARGO DECK ROVs Deck area: 4,200 m2 (without reels) 2 x Schilling HD work class systems, DESIGN 150 HP, launchable from ROV hangars Held-SH, Crane, EC0, BIS, COMF ACCOMMODATIONS with dedicated moon pools (V3, C3), NAUT-OSV (A) Berth/Cabin: 239 x 1 berth cabin LARS: 2 x launch and recovery systems Total: 239 persons inside the ROV hangars, water depth PROPULSION / DP 4,000 m Stern azimuth thruster aft onboard: DECK EQUIPMENT 2 x Rolls Royce Aquamaster, 6,000 kW ea. -
Dynamic Positioning Nonlinear Control System of the Dredger Based on Profinet IO
JOURNAL OF COMPUTERS, VOL. 8, NO. 2, FEBRUARY 2013 455 Dynamic Positioning Nonlinear Control System of the Dredger Based on Profinet IO Yu-hua Zhang1, 2 1Key Lab of Control of Power Transmission and Transformation, Ministry of Education, Shanghai Jiaotong University, Shanghai, China 2School of Electrical Engineering and Automation, Henan Polytechnic University, Jaozuo, China Email: [email protected] Jian-guo Jiang and Yan-jun Jiang Key Lab of Control of Power Transmission and Transformation, Ministry of Education, Shanghai Jiaotong University, Shanghai, China Email: [email protected], [email protected] Abstract— A dredger’s dynamic positioning system (DPS) is 1st-order wave motions from the low frequency (LF) designed with real-time Profinet IO structure and nonlinear positions while reconstructing LF velocities [4, 5]. All control algorithm. Real-time industrial Ethernet is used in these have been realized by using linear Kalman filter. this system to improve the real-time performance. Unfortunately, the results of Kalman filter are only valid Noise-free estimates of the position and the velocity are locally. This motivates the research on nonlinear ship produced by the observer, and the adaptive dynamic surface control. Backstepping method is the first attempt towards control (ADSC) algorithm is adopted to solve the special problem of the dredger with strong disturbances. nonlinear output feedback control of dynamic positioning Disturbances can be estimated and compensated by system. And a passive nonlinear observer is proposed in adaptive arithmetic. This work solves the contradiction Ref. [6]. between the real-time control requirement and complex Dynamic surface control technique is an improved control algorithms well. -
A Methodology to Select the Electric Propulsion System for Platform Supply Vessels (PSV)
CRISTIAN ANDRÉS MORALES VÁSQUEZ A methodology to select the electric propulsion system for Platform Supply Vessels (PSV) Dissertation submitted to Escola Politécnica da Universidade de São Paulo to obtain the degree of Master of Science in Engineering. São Paulo 2014 CRISTIAN ANDRÉS MORALES VÁSQUEZ A methodology to select the electric propulsion system for Platform Supply Vessels (PSV) Dissertation submitted to Escola Politécnica da Universidade de São Paulo to obtain the degree of Master of Science in Engineering. Concentration Area: Naval Architecture and Ocean Engineering. Advisor: Prof. Dr. Helio Mitio Morishita São Paulo 2014 Este exemplar foi revisado e corrigido em relação à versão original, sob responsabilidade única do autor e com a anuência de seu orientador. São Paulo, 27 de maio de 2014. Assinatura do autor ____________________________ Assinatura do orientador _______________________ Catalogação-na-publicação Morales Vasquez, Cristian Andres A methodology to select the electric propulsion system for Platform Supply Vessels / C.A. Morales Vasquez. – versão corr. -- São Paulo, 2014. 246 p. Dissertação (Mestrado) – Escola Politécnica da Universidade de São Paulo. Departamento de Engenharia Naval e Oceânica. 1.Propulsão 2.Navios I. Universidade de São Paulo. Escola Politécnica. Departamento de Engenharia Naval e Oceânica II.t. This work is especially dedicated to my parents, Tuli Vásquez and Andrés Morales. ACKNOWLEDGMENTS I would like to express my most sincere gratitude to my advisor, Prof. Dr. Helio Mitio Morishita, for giving me the opportunity to develop my Master’s dissertation with his help and guidance, for his teachings about naval architecture and ocean engineering, for his patience and for his excellent support. Thank you very much professor. -
Hybrid Propulsion
Rotterdam Mainport University of Applied Sciences - RMU Hybrid Propulsion Electrical Installations Group members: Arie Meerkerk Simon Zaalberg Nicky de Wit Wilco van Wijk Henk Kievit Group Principal: Mr. Voesenek Group Managers: Mr. Van kluijven Mrs. Toemen 1 Contents Preface: .................................................................................................................................................... 4 Introduction: ............................................................................................................................................ 5 1. What is hybrid propulsion, and what types of hybrid propulsion exist? ............................................ 6 1.1 Azimuth thrusters .................................................................................................................... 6 1.1.1 Azipod/ Azipull: ................................................................................................................ 6 1.2 Diesel-electrical ............................................................................................................................. 7 1.3 Gas-electric .................................................................................................................................... 7 2. On what types of ships would hybrid propulsion actually be useful? ................................................. 8 2.1 Ship types ...................................................................................................................................... 8