Assisted dynamic position control of a charging ship

Abstract

A method for adaptive dynamic positioning of a vessel during at-sea charging from a power plant actively assisted by a cable management system, the method comprising the steps of: (i) establishing a control link between the cable management system configured to control at least one characteristic parameter of a charging cable connected between a power plant and the vessel, and a positioning control system configured to control a propulsion system of the vessel to move the vessel relative to the power plant; (ii) defining, relative to the power plant and based on the at least one characteristic parameter of the charging cable, a first target zone adapted to effect a first type of vessel motion (response) and at least one second target zone including the first target zone adapted to effect at least one second type of vessel motion; and (iii) determining the at least one characteristic parameter of the charging cable. (iv) monitoring any one of a meter, at least one performance parameter of the propulsion system, the position (and / or heading) of the vessel relative to a power plant, and at least one environmental parameter; (iv) selectively changing 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 position of the vessel relative to a power plant, and the at least one environmental parameter; and (v) controlling the positioning control system and the cable management system to maintain the vessel within the first target zone or move the vessel back towards the first target zone, respectively, according to the movement of the first type of vessel and the movement of the second type of vessel.

Description

[Technical Field]

[0001] The present invention relates to the field of offshore charging of vessels (hybrid or fully electric), and in particular to offshore charging of vessels at offshore locations (e.g., wind farms or offshore oil and gas facilities) that utilize a single umbilical cable for mooring to and charging directly from an offshore generator. In particular, the present invention relates to dynamic positioning of a charging vessel moored via an umbilical cable. More particularly, the present invention relates to dynamic position control of a charging vessel assisted by an umbilical cable tension compensation system to optimize the charging procedure by minimizing energy use during charging. [Background technology]

[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 power generators, such as wave, tidal, solar, or fuel-powered generators). These vessels are often used for daily transport of technicians and other personnel, and / or equipment and supplies, to the site, or for large vessels to remain in offshore areas for weeks at a time. To reduce the carbon footprint of such offshore maintenance operations and mitigate the adverse impacts of hydrocarbon-fuel-powered vessels, there is a growing demand for environmentally friendly means of transportation, such as hybrid and fully electric OSVs, SOVs, or CTVs. However, the current limited energy density of battery storage significantly reduces the operating capabilities and operating ranges of electric OSVs, SOVs, and CTVs (eOSVs, eSOVs, and eCTVs), thus limiting the full adoption of such vessels. As a result, offshore charging is becoming increasingly important for recharging such eOSVs, eSOVs, and eCTVs.

[0003] For example, during charging operations from a wind turbine or wind farm energy storage, a CTV may be moored to a fixed power plant via a dedicated mooring line, with a separate umbilical cable later used to transfer power from the offshore power plant to the vessel. Vessel motion caused by constantly changing sea conditions (waves, wind, swell, etc.) makes it difficult to control the vessel's position relative to the power plant, i.e., the relative distance and orientation between the vessel and the power plant during charging when the umbilical cable and mooring line are connected to the power plant. To avoid line breakage, separate elastic composite mooring lines are often used because they absorb potentially damaging tension from the separately connected charging cable (which has high axial stiffness). However, the use of multiple separate lines can pose its own entanglement risk. Furthermore, the potential snapback of elastic mooring lines can pose a significant risk to personnel in the event of line breakage.

[0004] Additionally, dynamic positioning can be used to maintain the charging vessel in a predetermined position relative to the offshore power plant, thus enabling the charging cable to be connected to the power plant without dangerous push-on maneuvers. However, dynamic positioning of the vessel requires a significant amount of energy to be consumed by the vessel's engines and thrusters to correct for movement from the predetermined position and alignment relative to the power plant. The consumed energy is typically drawn from the vessel's batteries, thus significantly increasing the total charging time and energy required to recharge, as well as the cost of sailing the vessel. Furthermore, each battery has an optimal charging rate to maximize battery life. However, the excess energy consumed to correct the vessel's position prevents, or at least reduces, the time required to charge the vessel's batteries at their optimal rate. Summary of the Invention

[0005] It is therefore an object of the present invention to provide a system and method for optimizing vessel charging procedures utilizing position control and an active cable management system including, for example, an adaptive catenary and tension control system. [Means for solving the problem]

[0006] Aspects of the invention are set out in the independent claims.

[0007] According to a first aspect of the present invention there is provided a method for adaptive dynamic positioning of a vessel during at-sea charging from a power station, actively assisted by a cable management system, the method comprising: (i) establishing a control link between the cable management system configured to control at least one characteristic parameter of a charging cable connected between a power plant and a vessel, and a positioning control system configured to control a propulsion system of the vessel to move the vessel relative to the power plant; (ii) defining, relative to a power plant and based on the at least one characteristic parameter of the charging cable, a first target zone adapted to produce a first type of vessel motion (response) and at least one second target zone including the first target zone adapted to produce at least one second type of vessel motion; (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 (and / or heading) of the vessel relative to a power plant, 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 position of the vessel relative to a power plant, and the at least one environmental parameter; (v) controlling the positioning control system and the cable management system to maintain the vessel within the first target zone or to return the vessel toward the first target zone according to the movement of the first type of vessel and the movement of the second type of vessel, respectively; Includes.

[0008] This provides the benefits of optimized charging rates and times due to reduced energy consumption of the vessel's positioning control system (using an active propulsion system) during the charging procedure, as well as improved safety, accessibility, and availability by enabling a wider weather window for charging the vessel. In particular, using a cable management system (with adaptive catenary and tension control of the charging cable) to assist passive and active vessel movement relative to the power plant (e.g., from waves, currents, wind, etc.) during the charging procedure provides a significant reduction in energy consumption for position control, thus not only improving charging efficiency but also optimizing the overall charging procedure, including safety and the available charging "window," which is affected by environmental factors (e.g., weather and sea conditions). Additionally, the present invention provides the further benefit of improving the life and performance of the energy storage system (e.g., battery).

[0009] Advantageously, the first type of vessel motion is a passive vessel motion assisted by the cable management system via the charging cable. Even more advantageously, the second type of vessel motion is an active vessel motion 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 a cable length, a cable tension, and a cable catenary.

[0010] While in the first zone, allowing only passive vessel movement assisted by the cable management system via the charging cable (i.e., following natural vessel movement induced by waves, currents, wind, etc.) can significantly reduce the total propulsion system power consumption during charging, since the system must be much less reactive to any changes in vessel position. The cable management system can thus assisted compensate for a wider range of "free" vessel movement without requiring thruster activation to return or maintain the vessel in a specific position and / or orientation relative to the power plant. Furthermore, continuous feedback from the cable management system to the position control system, or vice versa, allows optimally coordinated vessel movement relative to the power plant with minimal or no thruster input during charging. The system simply positions the charging cable operatively connecting the power plant to the vessel, while simultaneously controlling the cable length to maintain cable tension and / or catenary within a predetermined range or below a maximum.

[0011] Advantageously, the at least one performance parameter of the propulsion system comprises any one of: energy power consumption rate, energy charging rate, energy storage capacity. Monitoring the performance parameters of the propulsion system (and battery) allows another degree of dynamic adaptability, as the vessel's movement zone can be changed to further optimize the charging process, i.e., to maximize the time the vessel remains in a given zone which affects passive vessel motion.

[0012] Advantageously, the cable management system is adapted to provide dynamic feedback to the position control system to operatively coordinate operation of the cable management system with operation of the position control system, or vice versa.

[0013] Advantageously, step (ii) is based on at least one environmental parameter in addition to the performance parameters of the charging cable, wherein the at least one environmental parameter is measured in real time and / or provided from historical data and / or provided from a predictive model. Generating the target zone according to real-time data or predictive model data of environmental forces acting on the vessel during charging can maximize (optimize) the time that the charging vessel remains in the first target zone (passive movement) while assisted by the cable management system, and thus minimize the potential use of thrusters to return the vessel to its predetermined position.

[0014] Advantageously, the position and heading of the vessel relative to the power plant is 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.

[0015] Preferably, step (v) further comprises controlling cable guides and / or cable connectors provided at the power plant and / or the vessel to optimize alignment of the cables between the power plant and the vessel during charging. Even more preferably, the cable guides and / or cable connectors are actively actuatable. Additionally or alternatively, the cable guides and / or cable connectors are passively actuatable.

[0016] This offers the advantage of an expanded first target zone (passive movement) that allows the vessel to move freely over a wider range with the assistance of the cable management system, without the need for thrusters. Without controllable connectors and / or cable guides adapted to follow the vessel's movements, the connected charging cable may bend / bend around the power station, or at least the cable management system (reel) or vessel anchorage point, potentially shortening the length to the vessel, increasing cable tension, changing the shape of the catenary and therefore affecting the range of vessel movements possible during charging.

[0017] Advantageously, step (ii) and / or step (iv) utilise artificial intelligence (AI) to define and / or selectively vary any one of the first target zone and at least one second target zone 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 vessel relative to a power plant, and the at least one environmental parameter.

[0018] Advantageously, the power plant is any one of an offshore and an onshore renewable energy station configured to generate and / or transmit electrical energy.

[0019] According to another aspect of the present invention, there is provided a system for actively assisted adaptive dynamic positioning of a vessel during at-sea charging from a power plant, the system comprising: a cable management system configured to control at least one characteristic parameter of a charging cable connected between the power plant and the vessel; a positioning control system configured to control a propulsion system of the vessel; a controller configured to operatively control said cable management system and said positioning control system to carry out a method according to the first aspect of the present invention; Equipped with.

[0020] Advantageously, the cable management system comprises an adaptive catenary and tension control system configured to monitor and control the at least one characteristic parameter of the charging cable, preferably comprising any one of cable length, cable tension, and cable catenary. Even more preferably, the adaptive catenary and tension control system comprises a motor-driven winding drum.

[0021] Advantageously, the system further comprises at least one cable connector adapted to operatively connect to an end of said charging cable.

[0022] Advantageously, the at least one cable connector is adapted to actively and / or passively rotate in accordance with the orientation of the charging cable during use.

[0023] Advantageously, the cable management system further comprises 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.

[0024] Exemplary embodiments of the invention are described in more detail below with reference to the figures. [Brief explanation of the drawings]

[0025] [Figure 1]FIG. 1 shows a series of steps in a typical charging procedure between an approaching vessel and a power station (PS) equipped with a cable management system, including: (a) approaching and positioning (moving away from) the vessel relative to the PS for docking; (b) using an on-board Motion Reference Unit (MRU) to compensate for motion between the vessel and the PS while positioning the vessel (exchanging position data, e.g., GPS); (c) using the MRU to adjust position and heave during docking by the connector (unmanned) and cable control between the PS and the vessel; (d) the docking procedure is completed and heave control is stopped; and (e) the vessel moves to a predetermined charging position and the cable management system (working with movable connectors and cable guides) compensates for the vessel's motion / alignment. [Figure 2] FIG. 1 illustrates predetermined target zones for vessel position during charging, which may include a first target zone for passive vessel motion assisted for positioning control by the cable management system, and first and second target zones for active vessel motion (using thrusters) to various degrees. [Figure 3] FIG. 1 illustrates possible target zones or windows for the vessel's position in the absence of positioning control assisted by a cable management system. [Figure 4] FIG. 10 illustrates steps for disconnecting the charging cable after completion of the charging procedure, including (a) returning the vessel to the PS, assisted by the cable management system using exchange of position data, and (b) (unmanned) disconnecting the charging cable from the vessel connector, assisted by the cable management system by exchanging relevant heave data, utilizing heave compensation via the MRU. [Figure 5]FIG. 1 shows a series of steps in a typical charging procedure for an alternative setup between a vessel (gantry system) and a PS, including (a) the vessel approaching the PS and, assisted by the cable management system, moving the gangway / cable to the PS (with or without vertical movement control by an MRU), (b) coupling the charging cable to the PS, and (c) the vessel moving from the PS to a predetermined charging position, assisted by the cable management system which pays out the cable. [Figure 6] FIG. 1 shows a series of steps in a typical disconnection procedure for an alternative setup between a vessel (gantry system) and a PS, including (a) the vessel returning to the PS assisted by the cable management system, (b) the charging cable (connector) being disconnected from the PS connector, and (c) the vessel moving away from the PS. [Figure 7] FIG. 10 illustrates possible adaptive target zones for vessel position during charging for an alternative gangway setup, which may include a first target zone for passive vessel motion assisted for positioning control by a cable management system, and first and second target zones for active vessel motion (using thrusters) to various degrees. [Figure 8] FIG. 10 illustrates possible target zones or windows for vessel position (gantry setup) in the absence of positioning control assisted by a cable management system. [Figure 9] FIG. 10 is an exemplary flow diagram of vessel movement and controller interaction between the PS controller and the position control system, as well as controlled vessel movement in different zones (PS cable reel setup). [Figure 10] FIG. 1 is a first exemplary block diagram of the controller's connection between the PS controller and a software link for communicating with the vessel's own dynamic positioning system (i.e., position control system) for controlling the propulsion system (thrusters). [Figure 11]FIG. 10 is an alternative exemplary block diagram of the controller connection between the PS controller and an external position control system that bypasses the vessel's own position control system and controls the vessel's propulsion system (thrusters). [Figure 12] FIG. 10 is another example block diagram of the controller connection between the PS controller and an external position control system that controls the vessel's propulsion system (thrusters) when the vessel does not have its own position control system (e.g., a dynamic positioning (DP) system). [Figure 13] FIG. 10 shows a schematic illustration of an example of a vessel's charging zone expanded by an adaptive catenary and tension control system of a cable management system (e.g., using active cable reels and skidding and slewing mechanisms). [Figure 14] FIG. 1 is a block diagram of an exemplary control method between a PS (with a motorized reel drum and active skidding and turning mechanism for the reel) and the vessel's position control system. [Figure 15] 15 illustrates each one of the control method blocks shown in FIG. 14, including (a) a reel drum control method, (b) a sideslip control method, (c) a turning control method, and (d) a vessel position control system method operatively linked to any one of the other control blocks. DETAILED DESCRIPTION OF THE INVENTION

[0026] Abbreviations used throughout this specification include the following: AHC Active Heave Compensation BMS Battery Management System CTV Crew Transfer Vessel eCTV Battery powered Crew Transfer Vessel MRU Motion Reference Unit OWF Offshore Windfarm OWT Offshore Wind Turbine OSS Offshore Substation

[0027] The described exemplary embodiment relates to a tension compensator system for an umbilical line / cable used simultaneously for mooring and charging.

[0028] Certain terminology is used in the following description for convenience only, and not as a limitation. The words "right," "left," "bottom," "upper," "front," "rear," "upper," "lower," "downward," "superior," and "lower" designate directions in the drawings to which reference is made and are relative to the described components when assembled and installed (e.g., on site). The words "inner," "inwardly," and "outer," "outwardly" refer, respectively, to directions toward and away from a designated centerline or geometric center (e.g., central axis) of the described element, with specific meanings being readily apparent from the context of the present specification.

[0029] Furthermore, as used herein, the terms "connected," "attached," "coupled," and "mounted" are intended to include a direct connection between two members without any other intervening members, as well as an indirect connection between members through one or more intervening members. The terms include the words specifically mentioned above, derivatives thereof, and words of similar import.

[0030] Furthermore, unless otherwise specified, the use of ordinal adjectives such as "first," "second," "third," etc., merely indicates that different instances of similar objects are being referred to and is not intended to imply that the objects so described must be in a given order in time, space, ranking, or in any other way.

[0031] Throughout this specification and claims, the terms "comprise" and "include" and variations thereof are to be construed to mean "including, but not limited to," and they are not intended to (and do not) exclude other moieties, additives, ingredients, integers, or steps. Throughout this specification and claims, the singular encompasses the plural unless the context requires otherwise. In particular, where the indefinite article is used, the specification should be understood to contemplate the plural as well as the singular, unless the context requires otherwise.

[0032] It should be understood that features, integers, properties, compounds, chemical moieties, or groups described in connection with a particular aspect, embodiment, or example of the invention are applicable to any other aspect, embodiment, or example described herein, unless inconsistent therewith. All features described herein (including any accompanying claims, abstract, and drawings) and / or all steps of any method or process disclosed may be combined in any combination, except combinations in which at least some of such features and / or steps are mutually exclusive. The invention is not limited to the details of any foregoing embodiment. The invention extends to any novel, or any novel combination of, features disclosed herein (including any accompanying claims, abstract, and drawings), or any novel, or any novel combination of steps of any method or process so disclosed.

[0033] In the following description, the present invention will be described within the context of an offshore charging system or power supply system, and therefore a functional description of a turbine / substation offshore charging system will be provided. For this particular example, the system has been developed as an enabling technology for providing optimized offshore charging for all-electric and hybrid-electric vessels, as well as other marine vessels, and is intended to be installed in an offshore wind farm, either at the wind turbine foundation or at an offshore substation. However, it will be understood by those skilled in the art that the present invention is suitable for any offshore power plant capable of supplying power (from conventional and / or renewable energy sources) to a charging vessel (e.g., an eCTV) via a charging cable.

[0034] 1 to 4, there is shown a typical approach, connection, and disconnection procedure of a charging vessel 10 to an offshore power station (PS) 20, for example, a wind farm cluster having a motorized reel drum 104 and an adaptive catenary and tension control system 102 (cable management system) as described in Patent Application No. GB2216935.3 (incorporated herein by reference). Here, the main advantages of a "no push-on" connection are as follows: - Reduced consumption: Push-on is a very energy-intensive operation. - Improved safety. Push-ons are always a risky move. - Increased availability, allowing charging to occur over a wider weather window.

[0035] During approach, the vessel 10 positions itself in the most favorable direction based on wind and tidal forces to reduce consumption and increase safety for personnel. Furthermore, the vessel 10 (i.e., its position 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 cable to send and receive signals). In particular, as the vessel approaches, the vessel moves to a suitable position for the connector receptacle or catcher 112 to engage with the charging cable 110 or cable connector 114 at the umbilical. As shown in FIG. 1(c), a motion reference unit (MRU) may be used to measure the motion of the vessel (i.e., the vessel's connector receptacle 112) during connection, and the data is provided to the cable management system 102 at the PS 20 to initiate compensatory motion of the umbilical cable (charging cable) 110 delivered from the winding drum 104. Additionally, the data provided by the MRU is also utilized to compensate for vessel motion via the vessel's connector receptor 112, which allows active or passive movement in two degrees of freedom (DOF) to follow or anticipate the relative motion of the vessel 10 and connector receptor 112 in order to align the connector 114 and receptor 112 (or any cable guide) during mating / connection. It will be appreciated that the present invention enables unmanned or remotely operated (e.g., from the bridge) automated connection between the umbilical connector 114 and the vessel's connector / receptor 112, thus significantly improving personnel safety (without the need to be on deck) and, at the same time, significantly improving availability since the connection procedure can be performed in a much wider weather window (i.e., during more extreme weather conditions). Once mating of the cable connector 114 and the vessel's receptor 112 is complete, the MRU function is stopped and the vessel is placed under assistive catenary and tension control from the cable management system 102 to manage (control) the relative position between the PS20 and the vessel 10.

[0036] 1(e), once connected, the vessel 10 is moved to a predetermined charging position, typically at a safe distance from the PS 20 or any other mechanical structure (wind turbine or electrical substation), thus significantly reducing the risk of collision, for example, during a runout situation for dynamic vessel positioning. During this time, the vessel 10 (position control system) shares its position with the PS 20 (i.e., the cable management system 102) via wireless or power cable communication, and the cable management system 102 maintains control of the catenary (coupled umbilical) using active reel control (reeling in / out) and the vessel position control system (i.e., vessel propulsion) while the vessel's receptor 112 (e.g., a gimbaled bellmouth) moves according to the vessel's changing position relative to the PS 20 or charger.

[0037] 2 and 3 , the vessel's position and applied adaptive zoning (e.g., first target zone—dashed line, second target zone—double-dashed line, third target zone—single-dashed line) each affect a different response behavior of the vessel 10. For example, while the vessel is within a predetermined first target zone 116 (relative to the PS), the vessel 10 is permitted to drift (i.e., idle) without the aid of the vessel's propulsion system, but assisted by the cable management system 102 via the charging cable (reeling in / out, skidding and turning of the reel drum) and the movable cable connector 114 or receptor 112 (active or passive). When in the second target zone 118 and the third target zone 120, the cable management system 102 may request the vessel 10 (position control system) to activate thrusters to return the vessel to the first target zone 116. These zones can dynamically adapt to the vessel's motion relative to the PS 20, depending on the effect of catenary control (cable tension, sideslip, and swing motion) to compensate for changes in the vessel's position. Figure 3 shows the vessel's position and the applied zones (first target zone 116, second target zone 118, and third target zone 120) without the assistance of the cable management system, i.e., without a link between the PS 20 and the vessel 10. Here, the zones must be much more strict to maintain a specific position of the vessel 10.

[0038] During the process of charging the vessel's batteries (i.e., energy storage), the vessel 10 may be in so-called "low-consumption positioning control." To enable the vessel 10 to use as little power as possible, the vessel 10 (position control system) shares its position with the cable management system 102 of the PS 20 (which is requested or monitored). At the same time, the winding drum 104 is advantageously oriented relative to the vessel 10, for example, actively or passively via a skidding and slewing mechanism or passively via a cable guide member (e.g., a bellmouth cable guide). Furthermore, the cable management system 102 controls the catenary and tension of the charging cable 110 by paying out / reeling in the power cable as needed to maintain a predetermined tension or catenary profile and the vessel's position. The main advantage of this assistance method is improved safety, as the vessel can continue to operate its engines during positioning control, thus reducing the risk of collision with other assets. The mechanical integrity of the PS 20 and / or other assets is therefore guaranteed. During charging, there is no mooring load on the power cable 110. Furthermore, assisted position control of the vessel (within the target zone) reduces charging time as thrusters may only be used if the vessel moves outside the first target zone, instead utilizing the adaptive catenary and tension control system of the cable management system 102.

[0039] Notably, during charging, the catenary (umbilical cable 110) is controlled in real time via the active winding drum 104 of the cable management system 102, so the vessel 10 only needs to maintain a “rough” position within a predetermined area or zone relative to the PS 20 (e.g., adjacent to the PS 20). Expanding the vessel's allowable position footprint (i.e., not using energy in the propulsion system) allows for a significant reduction in thrust consumption, as any position corrections may be much less reactive and / or powerful. 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 propulsion system performance data, allowing the cable management system to actively assist and / or compensate for the vessel's motion during charging.

[0040] The assisted positioning control may include active alignment of the vessel's receptor 112 (e.g., gimbaled bell mouth) according to the vessel's position relative to the PS winding drum 104. Additionally, the cable management system may utilize other data, such as historical battery charging parameters of each vessel in the fleet, provided on a common database to optimize the charging process, i.e., to charge each battery at an optimal rate and therefore extend battery life.

[0041] 4(a) and 4(b) show the procedure when charging is complete. Here, the vessel 10 is simply returned to the PS 20, and the positioning control system exchanges position data between the vessel 10 and the PS 20, e.g., wirelessly or via an umbilical cable, while the cable management system 102 maintains control of the catenary and cable tension (active reel, skid, swivel) while simultaneously managing the compensatory motion (e.g., 2DOF) of the vessel's connector / receptor 114, 112. The actual disconnection (automatic, remotely operated) of the cable from the vessel's receptor 112 utilizes motion compensation by the MRU, which is activated after disconnection to avoid collisions between the cable connector 114 and the vessel's receptor 112.

[0042] 5-8, an alternative connection procedure between the vessel 10 and the PS 20 is shown utilizing a gangway 122. In this example, the gangway 122 is used to move the charging cable 110, which connects to the connector receptor 112 of the PS 20. A winding drum 104 is provided on the vessel 10 to reel in / reel out the cable 110 as needed. The cable management system 102 controls adaptive compensation via an active winding drum 104 and a skid / pivot mechanism that may be provided on the cable management system 102 and / or the PS receptor 112. However, it is understood that the movable (rotatable, gimbaled) connector and receptor can be actuated (e.g., via motor control) or a passive follower. As in the procedure shown in FIG. 1, the vessel approaches the PS 20, connects the charging cable to the PS 20 (via gangway movement), and returns to a safe charging position (FIGS. 5(a)-5(c)). Once in position, the cable management system 102 (located on the vessel 10 in this case, but which could also be located on the PS 20) assists the vessel in moving during charging, similar to that described in the previous example, utilizing dynamic, adaptive zoning (first zone 116, second zone 118, and third zone 120) ( FIGS. 7 and 8 ) to maintain the vessel 10's relative position and alignment with the PS 20 while minimizing energy consumption. For example, if the vessel 10 drifts into the second zone 118, thrusters may be used at a first power level. If the vessel drifts into the third target zone 120, thrusters may be used at a higher power level than in the second target zone 118, consuming more energy but providing a higher power output. FIGS. 6( a) through 6(c), 7, and 8 show examples of the separation procedure and target zones 116, 118, 120 with and without assistance from the cable management system 102, which are equivalent to the previous example. It is understood that the locations of the cable management system 102, connectors 114, and receptors 112 are interchangeable between the vessel 10 and the PS 20.

[0043] 9 shows a simplified flowchart of an exemplary method of the present invention for going through an approaching vessel procedure, where the vessel's position control (e.g., dynamic positioning control DP) is under the control of the cable management system 102 provided in the PS 20, which manages the connection, charging, and disconnection procedures. The flowchart may be applied to any embodiment / positioning of the cable management system 102, connectors 114, receptors 112 between the PS 20 and the vessel 10 without departing from the scope of the present invention. If a gangway setup is used, the respective decision box is simply replaced with the appropriate one (e.g., "Suitable position for grasping by gangway 122 or crane").

[0044] 10-12 show simplified block diagrams of different control scenarios between the PS 20 and the vessel 10 (i.e., between the cable management system 102 and the position control system). It is understood that the position control system comprises a typical DP system that can control the vessel's propulsion system to maintain a predetermined position, utilizing sensors and data feeds, such as GPS, optical position sensors, acoustic position sensors, or any other suitable positioning reference system, as well as environmental parameters (e.g., waves, wind, currents, tides, etc.), MET oceanographic parameters, and / or artificial intelligence (AI) systems to provide a predictive model of the vessel's motion within a predetermined time window. Any one data input can be used to dynamically adapt any one of the target zones 116, 118, 120 in its size, shape, or position relative to the PS 20, or by adding or removing target zones, to optimize the effectiveness of charging the vessel 10 and / or improve the safety of the vessel, PC, and personnel during charging. The actual mechanisms of dynamic positioning (DP) for vessels are well known in the art and therefore will not be described in further detail.

[0045] In the control setup shown in FIG. 10 , the approaching vessel 10 has its own dynamic positioning system (DP), so a software module may be installed on the vessel (position control system) to enable a communication / control link between the cable management system 102 and the vessel 10. Here, the vessel 10 uses its own DP to position the vessel 10 with the assistance of the cable management system 102. FIG. 11 illustrates a scenario in which the vessel's own DP is bypassed (put on standby) and a dedicated DP system is provided to control the vessel's position assisted by the cable management system 102 while charging. FIG. 12 illustrates a scenario in which the vessel 10 does not have its own DP, and a dedicated DP system (e.g., controller module) is provided to interface with the vessel's position control system (propulsion system) and energy usage monitoring system to control the vessel's position assisted by the cable management system 102 while charging.

[0046] FIG. 13 shows an example of possible vessel movement relative to a PS 20 (e.g., a wind turbine) within a first target zone 116 determined by the cable management system 102 (i.e., an active winding drum, skidding, and slewing mechanism as described in GB 2216935.3). In this target zone 116, the cable management system 102 uses catenary control without active thruster control to minimize the vessel's thrust / propulsion consumption during charging. Movement of the charging cable around the PS 20 may be enabled by passive or active bellmouth cable guides (with connectors and provided at the PS) and / or active or passive movable receptors (provided at the vessel). Vessel heading or position information (relative to the PS 20) may be used to control the actively movable cable guides, connectors, and / or receptors.

[0047] Figure 14 shows exemplary control charts between possible compensator systems (active reel or drum, sideslip and slewing) of the cable management system 102 and the vessel's position control system when assisted by the cable management system 102 during charging. Details of each control chart are shown in Figures 15(a) through 15(d). It will be understood by those skilled in the art that the control charts may include only drum control with or without sideslip and slewing control without departing from the scope of the present invention.

[0048] In summary, the present invention provides catenary (i.e., a cable management system 102 having at least one active winding drum 104) assisted dynamic position control adapted to maintain the position of the vessel within a predetermined (but dynamically adaptable) target zone relative to a charger station (i.e., a power plant, PS20) at minimal energy consumption of the vessel's propulsion system. Here, the controller (PS or vessel) monitors in real time the vessel's position (e.g., GPS, or any other positioning reference system), as well as cable tension and / or catenary profile and / or length, as well as other suitable parameters such as the vessel's battery charging history and charging parameters, and / or environmental parameters (real-time or past) such as wind, waves, currents, (predicted) energy consumption of the propulsion system, to optimize the cooperative system, i.e., the cable management system 102 (reel position and drive, connector position, etc.) and the vessel (dynamic position control, DP, which uses thrusters to maintain a predetermined target zone), so that thruster energy consumption is minimized while allowing the vessel 10 to move within a predetermined target zone relative to the PS 20 or charger station and maintaining the stress / tension of the catenary (umbilical charging cable) within a predetermined catenary profile and / or cable tension range (e.g., below a maximum tension threshold).

[0049] Environmental parameters, e.g., wind, current, and waves, may be utilized via the vessel's DP system itself (if the vessel is equipped with a DP system), the propulsion system is managed / controlled by the DP system (position control system), and the cable management system 102 (winding drum, skidding and slewing mechanisms) is used to calculate (in real time) a "maximized excursion zone boundary" which, in cooperation with the DP, allows for significant damping of the vessel's propulsion responsiveness, thus significantly reducing the power / energy consumed and maximizing the power / energy available to recharge the vessel's battery packs.

[0050] Thus, the cable management system 102 actively pays out / reels in its charging cable 110 connected to the vessel, controls the reel to rotate (i.e., pivot) or move on rails (i.e., skid) the reel 104 to control the catenary profile and cable tension level, and communicates (controls) in real time with a position control system (e.g., DP) (from the vessel or externally) to selectively activate the thrusters with minimal reactivity, thus minimizing consumption during charging. Using the input parameters of the cable management system 102 (i.e., the allowable zones of movement relative to the PS 20 based on the degrees of freedom of the adaptive catenary and tension control system and the associated connectors and receptors 114, 112), a predictive model of vessel movement and thruster usage can be generated.

[0051] During handover of the approaching vessel 10, the cable management system 102 interfaces with the vessel position control system (or vice versa) to manage the connection procedure between the PS 20 and the vessel 10. Here, the real-time position, heave, and acceleration parameters of the vessel's connector (bellmouth) are transmitted to the cable management system 102. The cable management system 102 uses these parameters to synchronize the cable connector with the vessel's receptor motion (active heave compensation via MRU), significantly increasing the connection weather window and shortening the connection time (saving power consumption). Parameters that can be monitored for the method of the present invention include vessel position, heading, charging cable catenary length, charging cable tension, Metocean parameters, battery charge state, propulsion consumption, and health status.

[0052] It will be understood by those skilled in the art that the above embodiments have been described by way of example only and not in a limiting sense, and that various changes and modifications may be made without departing from the scope of the invention as defined by the appended claims. Various changes to the detailed designs described above are possible, for example, there may be variations in shape, size, arrangement (i.e., a single integral component or two separate components), assembly, etc. [Explanation of symbols]

[0053] 10 Charging ships, ships 20 Offshore Power Plant (PS), PS 102 Adaptive Catenary and Tension Control System, Cable Management System 104 Winding drum, active winding drum, winding drum, motorized reel drum 110 Umbilical cable (charging cable), cable, charging cable 112 Connector receptacle or catcher, marine connector receptor, connector receptor, receptor, marine connector / receptor, marine receptor 114 Connector, umbilical connector, movable cable connector, cable connector 116 First Target Zone, First Zone, Target Zone 118 Second Target Zone, Second Zone, Target Zone 120 Third Target Zone, Third Zone, Target Zone 122 Gangway

Claims

1. 1. A method for adaptive dynamic positioning of a vessel during at-sea charging from a power plant, actively assisted by a cable management system, the method comprising: (i) establishing a control link between the cable management system configured to control at least one characteristic parameter of a charging cable connected between the power plant and the vessel, and a positioning control system configured to control a propulsion system of the vessel to move the vessel relative to the power plant; (ii) defining, relative to the power plant and based on the at least one characteristic parameter of the charging cable, a first target zone adapted to produce a first type of vessel motion (response) and at least one second target zone including the first target zone adapted to produce at least one second type of vessel motion; (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 (and / or heading) of the vessel relative to the power plant, 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 position of the vessel relative to the power plant, and the at least one environmental parameter; (v) controlling the positioning control system and the cable management system to maintain the vessel within the first target zone or to return the vessel toward the first target zone according to the movement of the first type of vessel and the movement of the second type of vessel, respectively; A method comprising:

2. 2. The method of claim 1, wherein the first type of vessel motion is passive vessel motion assisted by the cable management system via the charging cable.

3. 3. The method of claim 1 or 2, wherein the second type of vessel motion is an active vessel motion actuated by the propulsion system and assisted by the cable management system via the charging cable.

4. 4. The method according to claim 1, wherein the at least one characteristic parameter of the charging cable includes any one of a cable length, a cable tension, and a cable catenary.

5. 5. The method of claim 1, wherein the at least one performance parameter of the propulsion system comprises any one of an energy power consumption rate, an energy charging rate, and an energy storage capacity.

6. 6. The method of claim 1, wherein the cable management system is adapted to provide dynamic feedback to the position control system to operatively coordinate operation of the cable management system with operation of the position control system, or vice versa.

7. 7. The method of claim 1, wherein step (ii) is based on at least one environmental parameter in addition to the characteristic parameters of the charging cable, the at least one environmental parameter being measured in real time and / or provided from historical data and / or provided from a predictive model.

8. 8. The method of claim 1, wherein the position and heading of the vessel relative to the power plant 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.

9. 9. The method according to any one of claims 1 to 8, wherein step (v) further comprises controlling cable guides and / or cable connectors provided at the power plant and / or the vessel to optimize alignment of cables between the power plant and the vessel during charging.

10. The method of claim 9 , wherein the cable guide and / or the cable connector are actively actuatable.

11. The method of claim 9 , wherein the cable guide and / or the cable connector are passively actuatable.

12. 12. The method of claim 1, wherein step (ii) and / or step (iv) utilizes artificial intelligence (AI) to define and / or selectively modify any one of the first target zone and at least one second target zone 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 vessel relative to the power plant, and the at least one environmental parameter.

13. 13. The method of any one of claims 1 to 12, wherein the power plant is any one of offshore and onshore renewable energy stations configured to generate and / or transmit electrical energy.

14. 1. A system for actively assisted adaptive dynamic positioning of a vessel during at-sea charging from a power plant, comprising: a cable management system configured to control at least one characteristic parameter of a charging cable connected between the power plant and the vessel; a positioning control system configured to control a propulsion system of the vessel; a controller configured to operatively control the cable management system and the positioning control system to perform the method of any one of claims 1 to 13; A system comprising:

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

16. 16. The system of claim 15, wherein the characteristic parameters include any one of a cable length, a cable tension, and a cable catenary.

17. 17. The system of claim 15 or 16, wherein the adaptive catenary and tension control system comprises a motor-driven winding drum.

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

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

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

21. 21. The system of claim 20, wherein the cable guide is actively and / or passively controllable.

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