influence of thruster response time on dp …...dynamic positioning conference october 9‐11, 2017...
TRANSCRIPT
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DYNAMIC POSITIONING CONFERENCEOCTOBER 9‐11, 2017
RISK
Influence of Thruster Response Time on DP Capability by Time-Domain Simulations
Dirk Jürgens, Michael Palm Voith Turbo
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Influence of Thruster Response Time on DP Capability by Time-Domain SimulationsDirk Jürgens, Michael Palm - Voith Turbo, Heidenheim, Germany DP Conference Houston 2017
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Voith Schneider Propeller
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2s
2s
15s
Thruster concepts
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VSP Thrust
M VSP - Stabilizing Moment by the VSP
M wave - Exciting wave moment
Voith Roll Stabilisation (VRS)
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Voith Roll Stabilisation
Hs = 4.0m
vessel speed = 9kn
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Evaluation of DP capabilitystatic capability plots
wind speed
environmentfrom
Xenvironmental
forces
environmentalyaw moment
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Intact wind envelope for azimuth and VSPstatic analysis
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neglected effects in static DP plotsEvaluation of DP capability
• vessel is at rest• no dynamic loads from environment• only dependent on BP, not on response time
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• Determine the differences between static and dynamic capability plots
• Quantify the benefits in DP by means of a highly responsive propulsor
time domain DP simulations at
Motivation
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Simulation approach
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wind-wave relationship basedon DNV rulescurrent speed: 0.9m/s (1.75kn)all collinear
Environment data
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position limit R=1m
environmental forces
heading limit h=2.5°
Dynamic DP simulation
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Vessel configuration
Length 80mBreadth 18mDraught 6mDisplacement 6500t
Propulsion aft:2 VSP28/234 P=1850kW BP =255kN 2 Azimuth Thruster CPP D=2.4m, Azimuth speed 3rpm P=1500kW BP =258kN
Propulsion bow:2 tunnel thruster D=2.2m 1200kW and1 Azimuth Thruster CPP D=1.6m 850kW
Service Operation Vessel
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Intact wind envelope for azimuth and VSPstatic analysis
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Intact wind envelope for azimuth and VSPstatic and dynamic analysis
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Visualization of transient DP simulations
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Wind envelope for azimuth and VSPdynamic analysis
∆Vw of 3m/s ≈ ∆Hs=1m
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Static vs. dynamic simulation approach
∆Vw of 3m/s ≈ ∆Hs=1m
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Foot print based on dynamic DP runs
VSP Azimuth
18m/s wind, stern on
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Wind envelope for varying azimuth speed
∆Vw of 3m/s ≈ ∆Hs=1m
3rpm 2rpm
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Fuel consumption during DPper thruster configuration three encounter angles have been considered.(0° - bow on, 180° - stern on, 240° - stern quartering)
each configuration experiences exactly the same time history of environmentalforces corresponding to a mean wind speed of 13m/s
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∆Vw of 3m/s ≈ ∆Hs=1m
Wind envelope for relaxed VSP controller parameter
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Fuel consumption during DPrelative comparison
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transient effects on vessel configuration (failure consequences)Dynamic effects during DP
X X
Courtesy of DNV Marine Cybernetics
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Wind envelope – WCSF conditionsloss of one aft thruster and one tunnel thruster
Hs=2.6m
Hs=4.1m
Hs=5.6m
Hs=7.3m
Hs=1.4m X X
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WCSF
Transient excursion during WCSFloss of one aft thruster and one tunnel thruster
high transient excursion of azimuth configuration(beyond acceptance limit of 1m) after thruster lossdue to reallocation of thrust
safety-relevant when occuring during transferof personnel
all thrusters intact loss of two thrusters
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movement of vessel ever approached Brent fields in the period of Oct. 2014 – Oct. 2016Statistical analysis of vessel movements
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VSP vessels servicing the Brent fields
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VSP vessels servicing the Brent fields
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VSP vessels servicing the Brent fields
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PSV «Edda Frende»Brent fields – North Sea06.09.2015 Deck load operations VRS onHs 3,2m – Hmax 5-6m – Wind 30 knWeather direction 90° - 135°
VSP vessels servicing the Brent fields
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Additional vessel servicing the Brent platforms
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distribution of sign. wave height
data source:
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Sign. wave height in the area
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Time in DP at platform for different wave heights
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Conclusions
• static DP plots do not represent DP capability of a vessel properly
• dynamic DP plots provide a much more realistic evaluation of DP capability
• response time of thrusters has a major impact on DP capability
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Thanks for your attention!