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Full-mission tug simulation & tug modelling

– advanced and interactive tug simulator set-up

360o full-mission tug bridge

Advanced interactive tug facility FORCE Technology’s interactive tug simulation facility is among the largest and most advanced in the world. Three fully modelled tugs can be handled from individual simulators and connected to one fully modelled assisted vessel handled from a separate fourth simulator. Simulations involving coupled simulators allow you to simulate the forces between the assisted vessel and the tugs, the wash effect from the assisted vessel etc. If there is a requirement for using additional tugs FORCE Technology has the possibility of using advanced vector tugs that would be operated at the most non-critical positions.

The ability to couple two or more simulators with a very high degree of realism allows you to simulate complex tug manoeuvres and tows in a vast amount of different scenarios, for example: • Test escort and berthing operations with models of specific tugs and assisted ships • Perform advanced training of present and future tug masters, pilots and others involved with tug operations • Test and train complex towing operations involving for e.g. offshore structures and towing

including vector tug station . weather etc. size and type of tugs for a given operation can be investigated using our full-mission tug simulator system And much more… The system is based on FORCE Technologys own SimFlex Navigator simulator system.• • Perform complex engineering studies where number. As depicted in figure 1 the tug simulator set-up comprises of the following elements: • • • • A full-mission tug simulator Two tug cubicles (with possibility of 3D view using advanced googles) A full-mission simulator representing own ship. Figure 1. Conceptual display of full mission tug simulator set-up.control of traffic ships. Figure 2. for example a LNG carrier or other vessels Operators Control Centre (OCC) . Tug Control Panel for Vector Tugs . Details of these elements are described in the following sections.

Depending on the tug type to be simulated the bridge is equipped with the following propulsion controls: • • • • • • Manoeuvring control for a conventional tug Two handles for control of the azimuth propellers on ASD tugs One set of controls for speed pitch and steering pitch Controls for Rotot Tug propulsion Controls for Voith-Schneider propulsion Thruster controls For all types of tugs a winch control device is installed. Full-mission tug bridge layout Figure 4.Full-mission tug simulator The full-mission tug simulator can be set-up at either Bridge A (see figure 5) or Bridge H (see figure 3) with both simulators providing a 360° horizontal field of view. Figure 3. The data information area on the right will display details such as e. will show an overview of the berthing/unberthing operation. figure 4. angle of approach. The berthing display. Electronic chart and Tug Info Display .g. towline forces and direction. The different set of controls are easily interchangeable in order to minimize time delays when changing the type of simulated tug during for example engineering studies. the assisted ship’s approach speed. joystick for winch controls and monitors giving information on for example load on the towing line. Figure 3 shows a front view from the full-mission bridge simulator (Bridge H) set-up with ASD and VSP controls.

It is also possible to integrate Rotor Tug handles. winch control. a tug control panel operated by means of keyboard and mouse and a VHF radio. Bridge A. Tug cubicle . The set-up includes ASD and VSP handles. Overview Tug cubicles The tug cubicle set-ups are shown on figure 6. conning display. a full 360° simulator. electronic chart. visual view. Figure 6.Figure 5.

OCC. is the instructors interface to the simulators and from here he supervises and interacts with the simulation. Figure 8. Operators control centre . configuration of simulator set-up.Figure 6. system initialization. The instructor is able to control all aspects of a simulation such as start-up. At the OCC the Operator can monitor the manoeuvres of each of the simulators in use and see the bridge and the Officers through video cameras. supervision and interaction with exercises from the OCC. Tug cubicle with 3D capability Operators Control Centre The SimFlex Operators Control Centre.

but not limited to: • • • • • • • Fender hull interaction (various fender types) Wake effect from assisted vessel Tug heel Interaction between the propulsion devices of the tug Wash effect in visual scene Specific towline elasticity and damping. which subsequently were used in the simulator to define the mathematical model of the tug.Tug mathematical modelling FORCE Technology possesses a profound knowledge in model testing and mathematical modeling of ships and offshore structures. added mass and damping coefficients Thruster units (including thruster forces. etc. pod units. . CRP thruster units. Tests have been carried out in 4 DOF (Direction of freedom) in our specially designed tug arrangement (fig. FORCE Technology has been involved in tests and modelling of almost any type of propulsion system. In the past FORCE Technology has modeled any type of vessel and offshore structure in the towing tanks and in the ship simulators. FORCE Technologys tug models include various effects in order to maintain realistic interaction with the assisted vessel including. and thruster-thruster interaction). motions (based upon 3D panel Generic ASD tug module Based upon an extensive development program FORCE Technology has developed a generic ASD tug mathematical model. The mathematical model consists of two main elements (devices): • • • • • • • • • • • Bare hull including deep water and shallow water hydrodynamics. The mathematical ship model also contains: Description of ships mass and inertia Aerodynamic forces (derived from our database of wind tunnel tests) Wave-induced seakeeping code) Engine characteristics and combinatory diagram Bank interaction effects Hawser and winch module Fender module Loss of thrust due to waves (simple model based on operator experience). Voith-Scheiner units. including water jets. Likewise. As a basis for the ASD tug numerous captive models test has been carried out in order to define the relevant and important hydrodynamic properties of an ASD tug. thruster units. catenary curve Advanced ship-ship interaction along the hull of the assisted vessel Figure 6. The test program was arranged so that the essential areas in the four quadrants have been covered in order to represent the vessels manoeuvring characteristics properly. The know-how is based on more than 50 years of manoeuvring model tests. break load. 9). interaction effects with the hull. Tug cubicle Model tests have been carried out to establish the hydrodynamic coefficients.

whereas special hull forms and/or appendages such as unusual skegs are not fully modeled in the lack of specific test data. This scheme uses for example the underwater lateral area. The VSP mathematical model consists of two main elements: • Bare hull including deep water and shallow water hydrodynamics. It takes approx. Description of the VSP unit forces and interaction effects with the hull has been provided by the manufacturer of the VSP units. different types and sizes are compared in order to find the best solution or strategy for a specific operation.Generic VSP tug module In addition to the mathematical model for the ASD tug FORCE Technology has prepared a generic VSP tug model. The VSP models are approved and certified by Voith Turbo Marine GmbH & Co. Models produced in this manner will have sufficient high accuracy for training purposes and for providing indicative results for studies involving evaluation of the performance of a specific tug or where e. We have prepared a physical model and performed manoeuvring model tests (PMM) in order to establish the hydrodynamic properties for a typical VSP tug. this can also be incorporated thereby enhancing the accuracy of the model produced by this method. Voith Turbo Marine GmbH & Co. However. The outcome is used to produce an accurate mathematical model with specific hydrodynamic forces found during the tank tests. added mass and dampening coefficients • VSP units (including VSP forces. added mass and damping coefficients • Azimuthing propeller units including thruster-thruster interaction effects • The model has been tested and approved by experienced Rotor tug masters. . This method is more expensive compared to method 1 due to the model production and tank tests. Rotor tug module The latest new building of the FORCE Technology tug fleet is a generic Rotor tug model. This means that dimensions and areas are correctly modeled. The hydrodynamic properties of the model are based on model tests for similar models performed in the FORCE Technology deep water towing tank and data provided by KST B.V. The mathematical model of the Rotor tug consists of two main elements: • Bare hull including deep water and shallow water hydrodynamics. It takes approx. if model test data is available for instance from a similar vessel. naval architects and tuned against trial data • Based on model tests and tuned against available trial data Method 1 By this method the generic mathematical model is reused in non-dimensional format by using the dimensions of the actual tug to “unpack” the tables of forces.g. 3 weeks to produce a mathematical tug model using this method. This method provides the highest accuracy level and is necessary if there is a high demand for being able to provide a more precise basis for decision making when evaluating a specific tug or e. 7-8 weeks to produce a mathematical tug model using this method. Accuracy of tug models There are basically two ways of producing a mathematical model of a specific tug: • Based on a generic model and experience of tug skippers. interaction effects with the hull and VSP-VSP interaction). Method 2 A scaled physical model of a specific tug inclusive all appendages is manufactured and tested in our towing tank with the Planar Motion Mechanism. Instead on the traditional simple non-dimensionalisation scheme using Lppn. comparing various specific tug types and sizes. a more physical scheme is used.g.

the simulator product SimFlex also holds a DMA certificate as an STCW95 compliant Radar and ARPA simulator. DanSim. +45 43 26 70 00 Fax +45 43 26 70 11 info@forcetechnology. The level of details is adequate for both engineering and training purposes. email: pks@force. Further information Peter Krogsgaard Sørensen. +7(812) 326 80 92 FORCE Technology Norway AS Claude Monets allé 5 1338 Sandvika. Figure 12. tel.com forcetechnology.no FORCE Technology Sweden AB Tallmätargatan 7 721 34 Västerås.dk or Jesper Hvolbøl Nielsen. is recognized by the Danish Maritime Authority (DMA) as a maritime training institution. Norway Tel. Tel. The development and implementation of training courses are conducted in full compliance with the Danish Maritime Authority’s guidelines for Quality Management of Maritime Training and Education and STCW 95. Reference is made to AU 3/01 and AU 4/01 and to regulations set forth in STCW95 A-I/12 and B-I/12. +45 72 15 77 63. tel. Illustration of LNG carrier and ASD tugs. DK-2800 Kgs. +1 713 975 8300 FORCE Technology Rusland LLC Tel. Finally. FORCE Technology USA Inc. +46 (0)21 490 3000 Fax +46 (0)21 490 3001 info@forcetechnology. FORCE Technology is also certified by DNV as a maritime simulator centre complying with DNV’s rules for Maritime Simulator Centres. Lyngby. Hjortekaersvej 99.dk Address: FORCE Technology. email: jnx@force. +45 72 15 78 62. Division for Maritime Industry. Sweden Tel. Further.Visual model of ships Visual model of the LNG carrier and the tugs have been generated based on photo texture techniques. Denmark Subject to changes without notice. Denmark Tel. Reference to National and International Standards FORCE Technologys simulator centre. FORCE Technology is approved by DMA to conduct fullmission simulator courses. +47 64 00 35 00 Fax +47 64 00 35 01 info@forcetechnology.se FORCE Technology Headquarters Park Allé 345 2605 Brøndby.com 2899-3-en .