Assisted dynamic positioning control of charged vessel

Abstract

A method of actively assisted adaptive dynamic positioning of a vessel by a cable management system during offshore charging from a power station, the method comprising the steps of: (i) establishing a control link between the cable management system and a positioning control system, a cable management system configured to control at least one characteristic parameter of a charging cable connected between the power station and the vessel, and a positioning control system configured to control a propulsion system of the vessel in order to move the vessel relative to the power station; (ii) defining, with respect to the power station and based on the at least one characteristic parameter of the charging cable, a first target zone adapted to influence ship movement (response) of a first type, and at least one second target zone adapted to influence ship movement of at least one second type, the second target zone containing the first target zone; (iii) monitoring any one of the at least one characteristic parameter of the charging cable, at least one performance parameter of the propulsion system, ship position and / or ship heading relative to the power station, and at least one environmental parameter; (iv) selectively modifying the first target zone and / or the at least one second target zone in response to a predetermined change in any one of the at least one characteristic parameter of the charging cable, the at least one performance parameter of the propulsion system, the ship position relative to the power station, and the at least one environmental parameter; (v) controlling the positioning control system and the cable management system to hold the vessel in the first target zone or to move the vessel back to the first target zone, respectively, in accordance with the first type of vessel movement and the second type of vessel movement.

Description

Technical Field

[0001] The present invention relates to the field of offshore charging of ships (hybrid or fully electric), and more particularly to offshore charging of ships by mooring to an offshore generator using a single umbilical cable at an offshore location (such as a wind turbine or an offshore oil and gas facility), and charging directly from the offshore generator. In particular, the present invention relates to the dynamic positioning of a charging ship moored via an umbilical cable. Even more particularly, the present invention relates to the dynamic positioning control of a charging ship assisted by a tension compensation system of the umbilical cable in order to optimize the charging process by minimizing the energy use during charging. Background Art

[0002] Offshore Support Vessels (OSVs), Service Operation Vessels (SOVs) or Crew Transfer Vessels (CTVs) are commonly used during the construction, maintenance and operation of offshore wind farms (or any other standard or renewable offshore generators, such as wave power, tidal power, solar power, fuel power, etc.). These ships are typically used to transport technicians and other personnel and / or equipment and supplies to the site on a daily basis, or to larger ships staying at an offshore oil field for several weeks. In order to reduce the carbon footprint of such offshore maintenance activities, there is an increasing demand for environmentally friendly modes of transportation (such as, for example, hybrid and fully electric OSVs, SOVs or CTVs) in order to mitigate the negative impact of hydrocarbon fuel-powered ships. However, the currently limited energy density of battery storage severely reduces the operating capacity and range of electric OSVs, SOVs and CTVs (eOSVs, eSOVs, eCTVs), thus limiting the full adoption of such ships. Therefore, offshore charging is becoming increasingly important for recharging such eOSVs, eSOVs and eCTVs.

[0003] For example, during a charging operation from a wind turbine or an energy storage device of a wind farm, a CTV can be moored to a stationary power station via a dedicated mooring line in order to then use a separate umbilical cable to transmit electricity from the offshore power station to the ship. Ship movement caused by changing sea conditions (waves, wind, surge, etc.) can make it difficult to control the positioning of the ship relative to the power station, i.e., to control the relative distance and orientation between the ship and the power station during charging when the umbilical cable and the mooring line are connected to the power station. Separate elastic synthetic mooring lines are typically used to avoid line failures because they absorb the potentially destructive tension away from the separately connected charging cable (which has high axial stiffness). However, using multiple separate lines may pose its own risk of entanglement. In addition, in the event of a line failure, the potential rebound of the elastic mooring line poses a significant risk to personnel.

[0004] In addition, dynamic positioning can be used to keep a charging vessel in a predetermined position relative to an offshore power station, allowing the charging cable to be connected to the power station without a dangerous pushing maneuver. However, dynamic positioning of the vessel requires a large amount of energy consumed by the vessel's engines and thrusters to correct any movement away from the predetermined position and alignment relative to the power station. The energy consumed typically comes from the vessel's batteries, and thus the total charging time and energy required for recharging, as well as the cost of operating the vessel, increase significantly. In addition, each battery has an optimal charging rate to maximize its service life. However, the excessive energy consumed to correct the vessel's position prevents or at least reduces the time during which the vessel's batteries can be charged at their optimal rate.

[0005] Accordingly, it is an object of the present invention to provide a system and method for optimizing the charging procedure of a vessel using a positioning control system and an active cable management system, the active cable management system including, for example, an adaptive catenary and tension control system. Summary of the Invention

[0006] One aspect of the invention is set forth in the independent claims.

[0007] According to a first aspect of the present invention, there is provided a method for actively assisting in the adaptive dynamic positioning of a vessel during offshore charging from a power station, the method comprising the steps of:

[0008] (i) establishing a control link between the cable management system and the positioning control system, the cable management system being configured to control at least one characteristic parameter of a charging cable connected between the power station and the vessel, the positioning control system being configured to control the propulsion system of the vessel so as to move the vessel relative to the power station;

[0009] (ii) defining, relative to the power station and based on the at least one characteristic parameter of the charging cable, a first target zone adapted to influence a first type of vessel movement (response), and at least one second target zone adapted to influence at least one second type of vessel movement, the second target zone containing the first target zone;

[0010] (iii) monitoring any one of the at least one characteristic parameter of the charging cable, at least one performance parameter of the propulsion system, the position of the vessel relative to the power station and / or the vessel's heading, and at least one environmental parameter;

[0011] (iv) selectively modify the first target area and / or the at least one second target area in response to a predetermined change in any one of the at least one characteristic parameter of the charging cable, at least one performance parameter of the propulsion system, the position of the ship relative to the power station, and the at least one environmental parameter;

[0012] (v) control the positioning control system and the cable management system so as to keep the ship within the first target area or move the ship back to the first target area according to the first type of ship movement and the second type of ship movement, respectively.

[0013] This provides the advantages of optimizing the charging rate and time, as it reduces the energy consumption of the ship positioning control system (using the active propulsion system) during the charging process, and improves safety, accessibility, and availability by allowing a wider weather window for charging the ship. In particular, during the charging process, the cable management system (with adaptive catenary and tension control of the charging cable) assists in passive (e.g., from waves, currents, wind, etc.) and active ship movements relative to the power station, greatly reducing the energy consumption of the positioning control, thereby not only improving the charging efficiency but also optimizing the entire charging process, including a safe and available charging "window" that is affected by environmental factors (such as weather and sea conditions). In addition, the present invention provides the further advantage of improving the lifespan and performance of the energy storage system (such as a battery).

[0014] Advantageously, the first type of ship movement is a passive ship movement assisted by the cable management system via the charging cable. Even more advantageously, the second type of ship movement is an active ship movement actuated by the propulsion system and assisted by the cable management system via the charging cable. Preferably, the at least one characteristic parameter of the charging cable includes any one of cable length, cable tension, and cable catenary.

[0015] When in the first zone, allowing only passive ship movement assisted by the cable management system via the charging cable (i.e., following natural ship movement caused by waves, current wind, etc.) can significantly reduce the total power consumption of the propulsion system during charging, as it reacts much less to any change in the ship's position. Thus, the cable management system can assist in compensating for the "free" movement of a wider area of the ship without the need for thruster actuation in order to move the ship back to a specific position and / or orientation relative to the power station or to keep the ship in a specific position and / or orientation relative to the power station. Additionally, continuous feedback from the cable management system to the position control system (and vice versa) allows for optimal coordination of the ship's movement relative to the power station with only an absolute minimum or even no thruster input during charging. The system simply aligns the charging cable operably connecting the power station and the ship while controlling the cable length in order to keep the cable tension and / or catenary within a predetermined range or below a maximum value.

[0016] Advantageously, at least one performance parameter of the propulsion system includes any one of an energy consumption rate, an energy charging rate, and an energy storage capacity. Monitoring the performance parameters of the propulsion system (and the battery) allows for another level of dynamic adaptability, as the ship movement area can be modified to further optimize the charging process, i.e., to maximize the time the ship stays in a predetermined area that affects passive ship movement.

[0017] Advantageously, the cable management system is adapted to provide dynamic feedback to the positioning control system and vice versa in order to operably coordinate the actions of the cable management system with the actions of the positioning control system.

[0018] Advantageously, step (ii) is based on at least one environmental parameter other than the characteristic parameters of the charging cable, the at least one environmental parameter being measured in real time and / or provided according to historical data and / or provided according to a prediction model. Generating the target area based on real-time data or prediction model data of the environmental forces acting on the ship during charging can maximize (optimize) the time the charging ship stays in the first target area (passive movement) with the assistance of the cable management system, thus minimizing the likelihood of using thrusters to move the ship back to its predetermined position.

[0019] Advantageously, the ship position and the ship heading relative to the power station are provided by any one of a global navigation satellite system (GNSS), an acoustic or radar-based position reference system, and an optical or laser-based position reference system.

[0020] Preferably, step (v) further includes controlling a cable guide and / or a cable connector provided at the power station and / or at the ship to optimize the alignment of the cable between the power station and the ship during charging. Even more preferably, the cable guide and / or the cable connector are capable of being actuated actively. Additionally or alternatively, the cable guide and / or the cable connector are capable of being actuated passively.

[0021] This provides the advantage of an increased first target area (passive movement), allowing the ship to move freely within a wider range with the assistance of the cable management system without the need for thrusters. Without a controllable connector and / or cable guide adapted to follow the movement of the ship, the connected charging cable will / could bend around the power station or at least the cable management system (drum) or the ship's fixed point, potentially reducing its length to the ship, increasing the cable tension and changing the catenary shape, thereby affecting the range of allowable ship movement during charging.

[0022] Advantageously, step (ii) and / or step (iv) utilize artificial intelligence (AI) to define and / or selectively modify any one of the first target area and at least one second target area based on any one of the at least one characteristic parameter of the charging cable, the at least one performance parameter of the propulsion system, the position of the ship relative to the power station, and the at least one environmental parameter.

[0023] Advantageously, the power station is any one of an offshore and onshore renewable energy station configured to generate and / or transfer electrical energy.

[0024] According to another aspect of the present invention, there is provided a system for actively assisting the adaptive dynamic positioning of a ship during offshore charging from a power station, comprising:

[0025] A cable management system configured to control at least one characteristic parameter of a charging cable connected between the power station and the ship;

[0026] A positioning control system configured to control the propulsion system of the ship;

[0027] A controller configured to operably control the cable management system and the positioning control system to perform the method according to the first aspect of the present invention.

[0028] Advantageously, the cable management system includes an adaptive catenary and a tension control system configured to monitor and control at least one characteristic parameter of the charging cable. Preferably, the characteristic parameter includes any one of cable length, cable tension, and cable catenary. Even more preferably, the adaptive catenary and tension control system includes a motor-driven reel.

[0029] Advantageously, the system further includes at least one cable connector adapted to be operatively connected to an end of the charging cable.

[0030] Advantageously, the at least one cable connector is adapted to rotate actively and / or passively in accordance with the orientation of the charging cable during use.

[0031] Advantageously, the cable management system further includes at least one cable guide adapted to provide a predetermined rotational movement of the charging cable during use. Preferably, the cable guide is actively and / or passively controllable. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Exemplary embodiments of the present invention are explained in more detail below with reference to the accompanying drawings:

[0033] Figure 1 A series of steps showing a typical charging procedure between a ship approaching and a power station (PS) including a cable management system are presented: (a) approaching and positioning (maintaining a distance) the ship relative to the PS for connection, (b) performing movement compensation (exchanging position data, such as GPS) between the ship and the PS using a mobile reference unit (MRU) on the ship when positioning the ship, (c) using the MRU to coordinate position and heave, and cable control between the PS and the ship during coupling (unmanned operation); (d) the coupling procedure is completed, heave control stops, and (e) the ship moves to a predetermined charging position, and the cable management system (cooperating with a movable connector and a cable guide) compensates for the movement / alignment of the ship;

[0034] Figure 3 A predetermined target area for the ship position during charging is shown, which may include a first target area for passive ship movement for positioning control assisted by the cable management system, and first and second target areas for active ship movement (using thrusters) to varying degrees;

[0035] Figure 3 Possible target areas or windows for the ship position without positioning control assistance by the cable management system are shown;

[0036] Figure 4Shows the steps of disconnecting the charging cable after the charging procedure is completed, (a) using the exchange of position data to assist the cable management system in moving the ship back to the PS by the cable management system, and (b) by exchanging relevant heave data, the cable management system assists in decoupling the charging cable from the ship connector via the MRU (unmanned operation);

[0037] Figure 5 Shows a series of steps of a typical charging procedure for an alternative setup between a ship (gangway system) and the PS, (a) the ship approaches the PS, and the gangway / cable is moved to the PS with the assistance of the cable management system (with or without heave control via the MRU), (b) the charging cable is coupled to the PS, and (c) with the assistance of the cable management system laying the cable, the ship moves from the PS to a predetermined charging position;

[0038] Figure 6 Shows a series of steps of a typical disconnection procedure for an alternative setup between a ship (gangway system) and the PS, (a) the ship is moved back to the PS with the assistance of the cable management system, (b) the charging cable (connector) is decoupled from the PS connector, and (c) the ship moves away from the PS;

[0039] Figure 7 Shows a possible adaptive target area for the ship's position during charging in an alternative gangway setup, which may include a first target area for passive ship movement for positioning control assisted by the cable management system, and first and second target areas for active ship movement (using thrusters) to varying degrees;

[0040] Figure 8 Shows a possible target area or window for the ship's position (gangway setup) without positioning control assistance from the cable management system;

[0041] Figure 9 Shows an example flowchart of the controller interaction between the ship movement and the PS controller and the positioning control system, as well as the movement of the controlled ship in different areas (PS cable reel setup);

[0042] Figure 10 Shows a first example block diagram of the controller connection between the PS controller and the software link communicating with the ship's own dynamic positioning system (i.e., the positioning control system) to control the propulsion system (thrusters);

[0043] Figure 11 Shows an alternative example block diagram of the controller connection between the PS controller and an external positioning control system that bypasses the ship's own positioning control system and controls the ship's propulsion system (thrusters);

[0044] Figure 12Another exemplary block diagram showing the controller connection between a PS controller and an external positioning control system for controlling the propulsion system (thrusters) of a vessel (if the vessel does not have its own positioning control system (e.g., a dynamic positioning (DP) system));

[0045] Figure 13 A schematic diagram showing an example of a vessel charging area augmented by an adaptive catenary and tension control system of a cable management system (e.g., using an active cable reel, as well as slip and slew mechanisms);

[0046] Figure 14 A block diagram showing an example control method between a PS (with a motorized reel, an active slip and slew mechanism for the reel) and a positioning control system of a vessel, and

[0047] Figure 15 Showing Figure 14 Each of the control method blocks shown, (a) a reel control method, (b) a slip control method, (c) a slew control method, and (d) a vessel positioning control system method operably linked to any one of the other control blocks. Detailed Description

[0048] Abbreviations used throughout the specification include the following:

[0049] AHC Active Heave Compensation, active heave compensation

[0050] BMS Battery Management System, battery management system

[0051] CTV Crew Transfer Vessel, crew transfer vessel

[0052] eCTV Battery powered Crew Transfer Vessel, battery-powered crew transfer vessel

[0053] MRU Motion Reference Unit, motion reference unit

[0054] OWF Offshore Windfarm, offshore wind farm

[0055] OWT Offshore Wind Turbine, offshore wind turbine

[0056] OSS Offshore Substation, offshore substation

[0057] The described exemplary embodiments relate to a tension compensator system for umbilicals / cables used for both mooring and charging simultaneously.

[0058] In the following description, certain terms are used for convenience only and are not restrictive. The words "right", "left", "lower", "upper", "front", "rear", "upward", "downward", "down", "above" and "below" indicate the directions of reference in the drawings and relative to the components described during assembly and installation (e.g., in situ). The words "inward", "inwards" and "outward", "outwards" refer respectively to directions towards and away from the designated center line or geometric center (e.g., central axis) of the described element, the specific meaning of which is apparent from the context of the description.

[0059] Furthermore, as used herein, the terms "connected", "attached", "coupled", "mounted" are intended to include both a direct connection between two members without any other member intervening therebetween, and an indirect connection between members with one or more other members intervening therebetween. The terms include the specifically mentioned words above, their derivatives and words of similar meaning.

[0060] Additionally, unless otherwise specified, the use of ordinal adjectives, such as "first", "second", "third", etc., merely indicates different instances of like objects being referred to, and is not intended to imply that the objects so described must be arranged in a given sequence in time, space, in rank or in any other manner.

[0061] Through the description and claims of this specification, the terms "comprising" and "including" and their variants are to be construed to mean "including but not limited to", and they are not intended to (nor do they) exclude other parts, additives, components, integers or steps. Throughout the description and claims of this specification, the singular covers the plural unless the context otherwise requires. In particular, in the case of using the indefinite article, the specification should be understood to contemplate both diversity and singularity unless the context otherwise requires.

[0062] Features, integers, characteristics, compounds, chemical moieties or groups described in connection with a particular aspect, embodiment or example of the present invention should be understood to be applicable to any other aspect, embodiment or example described herein unless incompatible therewith. All features disclosed in this specification (including any accompanying claims, abstract and drawings) and / or all steps of any method or process so disclosed may be combined in any combination, except combinations where at least some of such features and / or steps are mutually exclusive. The present invention is not limited to the details of any of the foregoing embodiments. The present invention extends to any novel one or any novel combination of the features disclosed in this specification (including any accompanying claims, abstract or drawings), or to any novel one or any novel combination of the steps of any method or process so disclosed.

[0063] In the following description, the present invention is described in the context of a marine charging or power supply system, and thus, a functional description of a turbine / substation marine charging system is provided. For this specific example, the system has been developed as an enabling technology to provide optimized marine charging for all electric and hybrid vessels as well as other marine vessels, and is intended to be installed at an offshore wind farm, either on a wind turbine foundation or on an offshore substation. However, those skilled in the art will understand that the present invention is applicable to any offshore power station capable of supplying power (from conventional and / or renewable energy sources) to a charging vessel (such as an eCTV) via a charging cable.

[0064] Reference is now made to Figures 1 to 4 , which shows a typical method, connection and disconnection procedure for a charging vessel 10 to an offshore power station (PS) 20 (such as a wind farm), the offshore power station (PS) 20 having a motor-powered winch 104 and an adaptive catenary and tension control system 102 (cable management system), as described, for example, in patent application GB2216935.3 (which is hereby incorporated by reference herein). Here, the main advantages of a "pushless" connection are as follows:

[0065] - Reduced consumption. Pushing is an operation with extremely high power consumption.

[0066] - Increased safety. Pushing is always a risky operation.

[0067] - Increased availability. Charging can be carried out in a wider weather window.

[0068] During approach, the vessel 10 positions itself in the most favorable orientation based on wind and tidal forces in order to reduce consumption and increase safety for the crew. In addition, the vessel 10 (i.e., the positioning control system) and the charger (i.e., the controller at the power station (PS)) share their positions with each other, for example, via a wireless or wired communication (control) link (e.g., using an antenna or a cable to send and receive signals). In particular, when the vessel approaches, it moves to a position suitable for the connector socket or grappler 112 to engage with the charger cable 110 or the cable connector 114 on the umbilical. As Figure 1As shown in (c), during connection, a Moving Reference Unit (MRU) can be used to measure the movement of the vessel (i.e., the vessel connector receiver 112), and this data is provided to the cable management system 102 at PS20, thereby initiating a compensating movement of the umbilical cable (charging cable) fed from the reel 104. In addition, the data provided by the MRU is also used to compensate for the movement of the vessel via the vessel connector receiver 112, which allows for active or passive movement in two degrees of freedom (DOF) to follow or even predict the relative movement of the vessel 10 and the connector receiver 112, in order to then align the connector 114 and the receiver 112 (or any cable guide) during coupling / connection. It can be understood that the present invention allows for an unmanned or remote (e.g., from the bridge) automatic connection between the umbilical connector 114 and the vessel connector / receiver 112, thus significantly enhancing the safety for personnel (no need on the deck), as well as the availability, since the connection procedure can be carried out in a wider weather window (i.e., during more extreme weather conditions). Once the mating of the cable connector 114 and the vessel receiver 112 is completed, the MRU function stops and the vessel will be under the auxiliary catenary and tension control from the cable management system 102 in order to manage (control) the relative position between PS20 and the vessel 10.

[0069] As shown in Figure 1 (e), once connected, the vessel 10 is moved to a predetermined charging position, typically at a safe distance from PS20 or any other mechanical structure (wind turbine or substation), thereby significantly reducing the risk of collision, e.g., when in a dynamic positioning deflection situation of the vessel. During this period, the vessel 10 (positioning control system) communicates its position with PS20 (i.e., the cable management system 102) via wireless or power cable sharing, and the cable management system 102 uses active reel control (reelout / in) and the vessel positioning control system (i.e., vessel propulsion) to maintain control of the catenary (coupled umbilical), while the vessel receiver 112 (e.g., gimbaled bellmouth) moves according to the change in the position of the vessel relative to PS20 or the charger.

[0070] Specific reference is made to Figure 2 and Figure 3, the position of the ship and the applied adaptive zones (e.g., the first target zone - dashed line, the second target zone - double-dashed line, the third target zone - dotted line), where each of the different zones affects different response actions of the ship 10. For example, when the ship is in the predetermined first target zone 116 (relative to the PS), the ship 10 is allowed to drift (i.e., be in an idle state) when assisted by the cable management system 102 via the charging cable (reel winding / unwinding, reel slipping and slewing) and the movable cable connector 114 or receiver 112 (active or passive), without the help of the ship propulsion system. When in the second target zone 118 and the third target zone 120, the cable management system 102 can request the ship 10 (position control system) to activate its thrusters to move the ship back into the first target zone 116. These zones can dynamically adapt to the movement of the ship relative to the PS 20 according to the influence of catenary control (cable tension, slipping and slewing movement) to compensate for the change in the position of the ship. Figure 3 Shows the position of the ship and the applied zones (the first target zone 116, the second target zone 118, and the third target zone 120) without the assistance of the cable management system, i.e., without a link between the PS 20 and the ship 10. The zones here have to be much closer to maintain a specific position of the ship 10.

[0071] During the process of charging the ship's battery (i.e., energy storage), the ship 10 can be in a so-called "low-consumption position control". To allow the ship 20 to use as little power as possible, the ship 10 (position control system) shares its position with the cable management system 102 (requesting or monitoring) of the PS 20. At the same time, the reel 104 is advantageously oriented to the ship 10, for example, actively or passively oriented via the slipping and slewing mechanism, or passively oriented via a cable guiding member (e.g., a bellmouth cable guiding member). In addition, the cable management system 102 controls the catenary and tension of the charging cable 110 by laying / feeding the power cable as needed to maintain a predetermined tension or catenary profile, as well as the ship position. The main advantage of this assistance method is increased safety, because the ship can keep the engine running during position control, thus reducing the risk of collision with other assets. Therefore, the mechanical integrity of the PS 20 and / or other assets is guaranteed. There is no mooring load on the power cable 110 during charging. In addition, the assisted position control of the ship (within the target zone) reduces the charging time by using the adaptive catenary and tension control system of the cable management system 102, because the thrusters can only be used when the ship moves out of the first target zone.

[0072] Specifically, during charging, the vessel 10 only needs to maintain a "rough" position within a predefined area or zone relative to the PS 20 (e.g., in the vicinity of the PS 20), since the catenary (umbilical cable 110) is actively controlled in real-time via the active winch 104 of the cable management system 102. The extension of the allowed position footprint of the vessel (i.e., without using energy on the propulsion system) allows for a significant reduction in thrust consumption, since any position correction requires much less reactivity and / or force. When the vessel 10 is assisted by the cable management system 102 during charging, the cable management system (PS) and the position control system (vessel) exchange position data, as well as performance data of the propulsion system, thus allowing the cable management system to actively assist and / or compensate for vessel movement during charging.

[0073] This assisted positioning control can include actively aligning the vessel receiver 112 (e.g., gimbaled bell mouth) based on the position of the vessel relative to the PS winch 104. Additionally, the cable management system can utilize other data, such as, for example, historical battery charging parameters for each vessel within the fleet provided on a common database, to optimize the charging process, i.e., to charge the corresponding battery at an optimal rate and thereby extend the life of the battery.

[0074] Figure 4 (a) and (b) show the procedure at the end of charging. Here, the vessel 10 simply moves back to the PS 20, and the position control system exchanges position data between the vessel 10 and the PS 20, e.g., wirelessly or via the umbilical cable, while the cable management system 102 maintains control of the catenary and cable tension (active winch, slip, slew), as well as manages the compensatory movement of the vessel connectors / receivers 114, 112 (e.g., within two DOFs). The actual disconnection of the cable from the vessel receiver 112 (automatic, remotely controlled) utilizes movement compensation via the MRU, which is activated after decoupling to avoid collisions between the cable connector 114 and the vessel receiver 112.

[0075] Now referring to Figures 5 to 8 , an alternative connection procedure between the vessel 10 and the PS 20 using a gangway 122 is shown. In this example, the gangway 122 is used to move the charging cable 110 into connection with the connector receiver 112 of the PS 20. The winch 104 is provided on the vessel 10 to pay out / lay the cable 110 as required. The cable management system 102 controls the adaptive compensation via the active winch 104 and a slip / slew mechanism that may be provided with the cable management system 102 and / or the PS receiver 112. However, it can be understood that the movable (rotatable, gimbaled) connectors and receivers can be actuated (e.g., via motor control) or passive followers. As Figure 1For the procedure shown, the vessel approaches PS20, connects the charging cable to PS20 (via gangway operation), and moves back to the safe charging position ( Figure 5 (a)-(c)). Once in place, the cable management system 102 (set up with the vessel 10 this time, but could also be set up with PS20) assists the vessel's movement during charging in the same manner as described in the previous example, i.e., using the dynamic adaptive zones (the first zone 116, the second zone 118, and the third zone 120)( Figure 7 and Figure 8 ) to maintain the relative position and alignment of the vessel 10 and PS20 while minimizing energy consumption. For example, when the vessel 10 drifts into the second zone 118, the thrusters can be used at a first power level. When the vessel drifts into the third target zone 120, the thrusters can be used at a power level higher than that in the second target zone 118, consuming more energy but providing a higher power output. Figure 6 (a)-(c), Figure 7 and Figure 8 illustrate the decoupling procedure and examples of the target zones 116, 118, 120 with or without the assistance of the cable management system 102, which are equivalent to the previous examples. It can be understood that the positions of the cable management system 102, the connector 112, and the receiver 114 are interchangeable between the vessel 10 and PS20.

[0076] Figure 9 Shows a simplified flowchart of an example method of the present invention, which undergoes the procedure of approaching the vessel, where the position control of the vessel (e.g., dynamic positioning control DP) is placed under the control of the cable management system 102, which is set up with PS20 to manage the connection, charging, and disconnection procedures. The flowchart can be applied to any embodiment / positioning of the cable management system 102, the connector 114, and the receiver 114 between PS20 and the vessel 10 without departing from the scope of the present invention. When using the gangway setup, simply replace the corresponding decision boxes with appropriate boxes (e.g., "position suitable for grasping by the gangway 122 or crane").

[0077] Figures 10 to 12Shows a simplified block diagram of different control schemes between PS20 and vessel 10 (i.e., between the cable management system 102 and the position control system). It can be understood that the position control system includes a typical DP system that can control the propulsion system of the vessel to maintain a predetermined position, using sensors and data feeds (such as GPS, optical position sensors, acoustic position sensors, or any other suitable positioning reference system) and environmental parameters (e.g., wave movement, wind, current, tide, etc.), MET ocean parameters, and / or an artificial intelligence (AI) system to provide a prediction model of the vessel's movement within a predetermined time range. The input of any of the data can be used to dynamically adapt any of the target areas 116, 118, 120 in terms of its size, shape, or relative position to the PS20, or by adding or removing target areas to optimize the charging efficiency of the vessel 10 and / or improve the safety of the vessel, PS, and crew during charging. The actual mechanism for dynamic positioning (DP) of vessels is well known in the art and will not be described in any further detail herein.

[0078] In Figure 10 the control setup shown, the approaching vessel 10 has its own dynamic positioning system (DP), so a software module (position control system) can be installed on the vessel to allow a communication / control link between the cable management system 102 and the vessel 10. Here, the vessel 10 will use its own DP to position the vessel 10 with the assistance of the cable management system 102. Figure 11 Shows a scenario where a dedicated DP system is provided to bypass the vessel's own DP (put on stand-by) and assist in controlling the position of the vessel by the cable management system 102 during charging. Figure 12 Illustrates a scenario where the vessel 10 does not have its own DP and a dedicated DP system (such as a controller module) is set to interface with the vessel's position control system (propulsion system) and energy usage monitoring system to assist in controlling the position of the vessel by the cable management system 102 during charging.

[0079] Figure 13Shows an example of possible vessel movement relative to the PS20 (e.g., a wind turbine) within a first target zone 116 determined by a cable management system 102 (i.e., an active reel, slip, and slewing mechanism as described in GB2216935.3). In this target zone 116, the cable management system 102 uses catenary control without active thruster control to minimize vessel thrust / propulsion consumption during charging. The movement of the charging cable around the PS20 can be enabled by a passive or active bellmouth cable guide (with a connector, provided at the PS) and / or a receiver (provided on the vessel) that can move actively or passively. The orientation (heading) or position information (relative to the PS20) of the vessel can be used to control the actively movable cable guide, connector, and / or receiver.

[0080] Figure 14 Shows an example control diagram between a possible compensator system (active reel or drum, slip, and slewing) of the cable management system 102 and the position control system of the vessel during charging with the assistance of the cable management system 102. The details of each control diagram are shown in Figure 15 (a) to (d). Those skilled in the art will understand that the control diagram can include only drum control with or without any one of slip and slewing control without departing from the scope of the present invention.

[0081] In summary, the present invention provides a catenary (i.e., a cable management system 102 having at least one active reel 104)-assisted dynamic positioning control that is adapted to maintain the position of the vessel 10 within a predetermined (but dynamically adjustable) target zone relative to a charging station (i.e., a power station, PS20) with minimum energy consumption of the vessel propulsion system. Here, the controller (PS or vessel) monitors the position of the vessel (e.g., GPS, or any other positioning reference system) in real time, as well as the cable tension and / or catenary profile and / or length, plus other suitable parameters, such as the vessel battery charging history and charging parameters, and / or environmental parameters (real-time or historical) (such as wind, waves, current), the (predicted) energy consumption of the propulsion system, in order to optimize the cooperation system, i.e., the cable management system 102 (reel position and drive, connector position, etc.) and the vessel (dynamic positioning control, DP, using thrusters to maintain the predetermined target zone), in such a way that the energy consumption of the thrusters is minimized while allowing the vessel 10 to move within the predetermined target zone relative to the PS20 or the charging station, and at the same time keeping the stress / tension of the catenary (umbilical charging cable) within a predetermined catenary profile and / or cable tension range (e.g., below the maximum tension threshold).

[0082] Environmental parameters (such as wind, current, and waves) can be utilized via the vessel's DP system itself (if the vessel is equipped with a DP system), and the propulsion system is managed / controlled by the DP system (positioning control system). Among them, the cable management system 102 (winch, slip, and slewing mechanisms) is used to calculate (in real time) the "maximum offset zone boundary", which, in combination with DP, allows for significant suppression of the vessel's propulsion reactivity, thereby significantly reducing the power / energy consumed and maximizing the power / energy available for recharging the vessel's battery pack.

[0083] Therefore, the cable management system 102 controls the winch to actively lay and reel in its charging cable 110 connected to the vessel, rotate the winch 104 (i.e., slewing) or move on the track (i.e., slipping) to control the catenary profile and cable tension level, and communicate (control) in real time with the positioning control system (such as DP) (from the vessel or externally) in order to selectively activate the thrusters with almost minimal reactivity and thereby minimize consumption during charging. A prediction model of vessel movement and thruster usage can be generated using the input parameters of the cable management system 102 (i.e., the degrees of freedom based on the adaptive catenary and tension control system and the associated connectors and receivers 114, 112, and the allowed movement zone relative to PS20).

[0084] During the handover of the approaching vessel 10, the cable management system 102 "connects" to the vessel's positioning control system (or vice versa) and manages the connection procedure of PS20 to the vessel 10. Here, the real-time position, heave, and acceleration parameters of the vessel's connector (bell mouth) are sent to the cable management system 102. The cable management system 102 uses these parameters to synchronize the movement of the cable connector with the vessel receiver (active heave compensation via the MRU), which significantly increases the connection weather window and reduces the connection time (saving power consumption). The parameters that can be monitored for the method of the present invention include: vessel position; vessel heading; catenary length of the charging cable; charging cable tension; marine meteorological parameters; battery charge status; propulsion consumption; and health status.

[0085] Those skilled in the art will realize that the above embodiments have been described by way of example only and not in any limiting sense, and various changes and modifications are possible without departing from the scope of the present invention defined by the appended claims. Various modifications to the detailed design described above are possible. For example, variations can exist in shape, size, arrangement (i.e., a single single component or two separate components), components, or the like.

Claims

1. A method for actively assisting an adaptive dynamic positioning of a ship during offshore charging from a power station, the method comprising the following steps: (i) Establishing a control link between the cable management system and the positioning control system, the cable management system being configured to control at least one characteristic parameter of a charging cable connected between the power station and the ship, and the positioning control system being configured to control the propulsion system of the ship so as to move the ship relative to the power station; (ii) Defining, relative to the power station and based on the at least one characteristic parameter of the charging cable, a first target area adapted to affect a first type of ship movement (response), and at least one second target area adapted to affect at least one second type of ship movement, the second target area including the first target area; (iii) Monitoring any one of the at least one characteristic parameter of the charging cable, at least one performance parameter of the propulsion system, the ship position and / or ship heading relative to the power station, and at least one environmental parameter; (iv) Responsively to a predetermined change in any one of the at least one characteristic parameter of the charging cable, at least one performance parameter of the propulsion system, the ship position relative to the power station, and the at least one environmental parameter, selectively modifying the first target area and / or the at least one second target area; (v) Controlling the positioning control system and the cable management system so as to keep the ship within the first target area or move the ship back to the first target area according to the first type of ship movement and the second type of ship movement, respectively.

2. The method according to claim 1, wherein, The first type of ship movement is a passive ship movement assisted by the cable management system via the charging cable.

3. The method according to any one of the preceding claims, wherein, The second type of ship movement is an active ship movement actuated by the propulsion system and assisted by the cable management system via the charging cable.

4. The method according to any one of the preceding claims, wherein The at least one characteristic parameter of the charging cable includes any one of cable length, cable tension, and cable catenary.

5. The method according to any one of the preceding claims, wherein, The at least one performance parameter of the propulsion system includes any one of energy consumption rate, energy charging rate, and energy storage capacity.

6. The method according to any one of the preceding claims, wherein, The cable management system is adapted to provide dynamic feedback to the position control system and vice versa so as to operatively coordinate the actions of the cable management system with the actions of the position control system.

7. The method according to any one of the preceding claims, wherein, In addition to the characteristic parameter of the charging cable, step (ii) is further based on at least one environmental parameter, the at least one environmental parameter being measured in real time and / or provided according to historical data and / or provided according to a prediction model.

8. The method according to any one of the preceding claims, wherein, The ship position and the ship heading relative to the power station are provided by any one of a global navigation satellite system (GNSS), an acoustic or radar-based positioning reference system, and an optical or laser-based positioning reference system.

9. The method according to any one of the preceding claims, wherein, Step (v) further includes controlling cable guides and / or cable connectors provided at the power station and / or at the ship so as to optimize the cable alignment between the power station and the ship during charging.

10. The method according to claim 9, wherein, The cable guide and / or the cable connector are capable of being actively actuated.

11. The method according to claim 9, wherein, The cable guide and / or the cable connector are capable of being passively actuated.

12. The method according to any one of the preceding claims, wherein, Step (ii) and / or step (iv) utilize artificial intelligence (AI) to define and / or selectively modify any one of the first target area and at least one second target area based on any one of the at least one characteristic parameter of the charging cable, the at least one performance parameter of the propulsion system, the ship position relative to the power station, and the at least one environmental parameter.

13. The method according to any one of the preceding claims, wherein, The power station is any one of an offshore and onshore renewable energy power station configured to generate and / or transfer electrical energy.

14. A system for actively assisting in the adaptive dynamic positioning of a ship during offshore charging from a power station, comprising: A cable management system configured to control at least one characteristic parameter of a charging cable connected between the power station and the ship; A positioning control system configured to control the propulsion system of the ship; A controller configured to operably control the cable management system and the positioning control system for performing the method according to any one of claims 1 to 13.

15. The system according to claim 14, wherein, The cable management system includes an adaptive catenary and tension control system configured to monitor and control the at least one characteristic parameter of the charging cable.

16. The system according to claim 15, wherein, The characteristic parameter includes any one of cable length, cable tension, and cable catenary.

17. The system according to any one of claims 15 and 16, wherein, The adaptive catenary and tension control system includes a motor-driven reel.

18. The system according to any one of claims 14 to 17, further comprising at least one cable connector adapted to be operably connected to an end of the charging cable.

19. The system according to claim 18, wherein, The at least one cable connector is adapted to rotate actively and / or passively in accordance with the orientation of the charging cable during use.

20. The system according to any one of claims 14 to 19, wherein, The cable management system further includes at least one cable guide adapted to provide a predetermined rotational movement of the charging cable during use.

21. The system according to claim 20, wherein, The cable guide is capable of being actively and / or passively controlled.

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