CN216332624U

CN216332624U - Offshore wind power operation and maintenance mother ship

Info

Publication number: CN216332624U
Application number: CN202123141783.XU
Authority: CN
Inventors: 雷杼致; 谭亲兵; 田贤喷; 覃伯良
Original assignee: Fujian Mawei Shipbuilding Co Ltd
Current assignee: Fujian Mawei Shipbuilding Co Ltd
Priority date: 2021-12-14
Filing date: 2021-12-14
Publication date: 2022-04-19
Anticipated expiration: 2031-12-14

Abstract

The utility model discloses an offshore wind power operation and maintenance mother ship which comprises ballast tanks positioned below an inner bottom plate of a ship, wherein the ballast tanks comprise seawater ballast tanks and heavy ballast tanks, the heavy ballast tanks are distributed at positions far away from the central axis of the ship, and the seawater ballast tanks are distributed at positions close to the central axis of the ship. The beneficial effects of the utility model are as follows: the ship gravity center height of the added fixed ballast is lower than the ship gravity center height of the added fixed ballast, the transverse free liquid level inertia moment of the ship is reduced, the initial stability of the ship is improved, the integrity stability and the cabin breaking stability of the ship are improved, the fixed ballast cabin reduces the water inflow of the regional damage, the cabin division index of the cabin breaking stability of the ship is improved, and the safety of the cabin breaking of the ship is improved. In addition, the inertia radius of the ship in the ship length direction is increased, the rolling period of the ship is further far away from the wave period of a target sea area, the shaking degree of the ship is reduced, and the wave resistance of the ship is improved.

Description

Offshore wind power operation and maintenance mother ship

Technical Field

The utility model relates to the technical field of ships, in particular to an offshore wind power operation and maintenance mother ship.

Background

Aiming at offshore wind energy with rich resources in eastern coastal areas with developed economy in China and along with the attention of the country and the gradual maturity of the industry, the development and utilization of more efficient and renewable offshore wind energy sources become the primary target of resource development at the present stage.

The offshore wind power industry in China develops rapidly, with the arrival of 'rush tide', 2020 and 2021 years are intensively put into production and are connected to the grid for a batch of projects, the cumulative grid-connected capacity is estimated to reach 1000 and 1500 ten thousand kilowatts in 2021 years, and operation and maintenance transportation ships are expected to meet a larger market.

At present, wind power operation and maintenance in deep sea areas in China are in a starting stage, no special offshore wind power plant operation and maintenance mother ship exists, along with the rapid development of offshore wind power, project development will be developed towards offshore deeper and farther sea areas, novel operation and maintenance equipment is urgently needed to be built to meet the future operation and maintenance ship market demands, and the following technical bottlenecks exist and the technical problems to be solved urgently are solved.

At present, the general rented steel small ships for wind power operation and maintenance comprise traffic boats, fishing boats and the like for receiving and delivering maintenance personnel, but under the severe sea condition, the small ships can have safety hidden conditions due to the limitation of the size and the geometric shape of the ship body, so that the maintenance personnel can not be transported, and the small ships can get close to and climb away, and the utilization rate of a generator set can be influenced in the long term, for example, due to the limitation of the ship type, when the wind field is far away from the ship body and the sea condition is severe, the sense wave height exceeds 1.5 m and is under the condition of emergency offshore rush-repair power generation, the small ships can not be safely jacked up and ridden, the timeliness and the accessibility of the operation and maintenance are influenced, the utilization time number of wind field projects is caused, and the influence on the power generation benefit is great.

In China, the sea conditions of wind power project sites in deep and open sea of Fujian province and Guangdong province are particularly severe, the annual wave height is greatly surged, the influence of severe sea conditions and the wind wave resisting function of the current operation and maintenance ship is influenced, the current ship does not have good ship stability, cabin breaking stability and ship wave resistance, the current ship cannot adapt to severe sea condition environments, the sea emergence rate is obviously reduced, and the daily maintenance, the maintenance and the inspection of sea areas of offshore wind farms cannot be ensured.

SUMMERY OF THE UTILITY MODEL

The technical problem to be solved by the utility model is as follows: the marine wind power operation and maintenance mother ship has good ship stability, cabin breaking stability and ship wave resistance.

In order to solve the technical problems, the utility model adopts a technical scheme that: the utility model provides a marine wind power fortune dimension mother ship, is including being located the ballast tank of the interior bottom plate below of boats and ships, and the ballast tank includes sea water ballast tank and heavy ballast tank, heavy ballast tank distributes in the position of keeping away from boats and ships axis, and light ballast tank distributes in the position that is close to boats and ships axis.

Further, the heavy ballast tank is in particular a fixed ballast tank.

Further, the fixed ballast tank is specifically a fixed ballast tank filled with anti-crack concrete.

Further, a vessel dynamic positioning system for maintaining the parent vessel in a positioned position is included.

Furthermore, the ship dynamic positioning system comprises stern rudder stock, bow thrusters and two side thrusters, wherein the two side thrusters are respectively positioned on two sides of the ship body.

Further, the ship dynamic positioning system comprises two stern rudder propellers, a bow thruster and two side thrusters.

Further, the bow push is specifically a bow telescopic push.

Further, the ballast tank system further comprises a low-position subsea valve box and a high-position subsea valve box, wherein the light ballast tanks are specifically liquid ballast tanks filled with seawater, and the low-position subsea valve box, the high-position subsea valve box and the light ballast tanks are connected through water paths.

And the anti-rolling water tank is connected with the low-position seabed valve box and the high-position seabed valve box through water paths respectively.

Further, an active compensation boarding device and a working sub-ship are arranged on the deck of the mother ship.

The utility model has the beneficial effects that: the ship gravity center height of the added fixed ballast is lower than the ship gravity center height of the added fixed ballast, the transverse free liquid level inertia moment of the ship is reduced, the initial stability of the ship is improved, the integrity stability and the cabin breaking stability of the ship are improved, the fixed ballast cabin reduces the water inflow of the regional damage, the cabin division index of the cabin breaking stability of the ship is improved, and the safety of the cabin breaking of the ship is improved. In addition, the fixed ballast tanks are distributed in the bottom cabins on two sides of the ship, so that the inertia radius of the ship around the ship length direction is increased, the rolling period of the ship is further far away from the wave period of a target sea area, the rolling degree of the ship is reduced, and the wave resistance of the ship is improved.

Drawings

FIG. 1 is a schematic top view illustration of the distribution of ballast tanks under a base plate in a vessel according to an embodiment of the present invention;

FIG. 2 is a schematic illustration of the elevational distribution of ballast tanks of a vessel with added fixed ballast according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of the ballast tank elevation distribution of a ship without adding fixed ballast according to an embodiment of the present invention;

FIG. 4 is a schematic illustration of the height of the center of gravity of a vessel with and without fixed ballast in accordance with the practice of the present invention;

FIG. 5 is a schematic diagram of a free level elevational profile of the left tank of a ballast tank of a vessel with added fixed ballast according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of a free level front view distribution of the left tank of a ballast tank of a ship without adding fixed ballast according to an embodiment of the utility model;

FIG. 7 is a schematic illustration of an elevational distribution of the radius of inertia of the ballast tanks of a vessel to which fixed ballast is added according to an embodiment of the present invention;

FIG. 8 is a schematic diagram of the distribution of the radius of inertia of the ballast tanks of a ship without adding fixed ballast according to an embodiment of the present invention;

FIG. 9 is a schematic structural side view of a mother vessel for offshore operation and maintenance according to an embodiment of the present invention;

fig. 10 is a schematic top view of the active compensation boarding device according to the embodiment of the present invention.

Description of reference numerals:

1. a heavy ballast tank; 2. a seawater ballast tank; 3. a roll reduction tank; 41. a low-level subsea valve box; 42. a high-level subsea valve box; 5. an active compensation boarding device; 61. stern rudder paddle; 62. the bow is pushed in a telescopic way; 63. pushing the bow side; 7. a working vessel.

Detailed Description

In order to explain technical contents, achieved objects, and effects of the present invention in detail, the following description is made with reference to the accompanying drawings in combination with the embodiments.

Referring to fig. 1 to 6, an embodiment of the present invention provides an offshore wind power operation and maintenance mother ship, including ballast tanks located below a bottom plate in a ship, where the ballast tanks include seawater ballast tanks and heavy ballast tanks, the heavy ballast tanks are distributed at positions far from a central axis of the ship, and the light ballast tanks are distributed at positions close to the central axis of the ship.

As can be seen from the above description, the beneficial effects of the present invention are: the ship gravity center height of the added fixed ballast is lower than the ship gravity center height of the added fixed ballast, the transverse free liquid level inertia moment of the ship is reduced, the initial stability of the ship is improved, the integrity stability and the cabin breaking stability of the ship are improved, the fixed ballast cabin reduces the water inflow of the regional damage, the cabin division index of the cabin breaking stability of the ship is improved, and the safety of the cabin breaking of the ship is improved. In addition, the fixed ballast tanks are distributed in the bottom cabins on two sides of the ship, so that the inertia radius of the ship around the ship length direction is increased, the rolling period of the ship is further far away from the wave period of a target sea area, the rolling degree of the ship is reduced, and the wave resistance of the ship is improved.

Further, the heavy ballast tank is in particular a fixed ballast tank.

From the above description, it can be seen that the fixed ballast tanks significantly reduce the correction of the free level moment of inertia for high vessel initial stability.

From the above description, it can be known that the pouring of the anti-crack concrete has the advantages of simple material selection and easy manufacture, and the phenomenon of exchange between seawater and concrete after the fixed ballast tank is damaged can not occur due to the filled solid anti-crack concrete in the fixed ballast tank. The damaged inflow of an area bottom cabin or the damaged inflow of an area side cabin is obviously reduced, so that the subdivision index of the ship cabin breaking stability is improved, and the safety of the ship cabin breaking is improved.

From the above description, the dynamic positioning system of the ship is an automatic control system equipped with a complete thrust device, and resists the influence of offshore wind, waves and ocean currents by using the power of the automatic control system, so that the automatic control system is automatically positioned and maintained at a set position or orientation.

As can be seen from the above description, the stern rudder propeller can rotate 360 degrees and provide power in all directions, the bow propeller can rotate 360 degrees and provide power in all directions, and the lateral propeller provides power in lateral directions, so that a complete ship dynamic positioning system is formed together.

From the above description, it can be seen that, assuming that one aft rudder stock 61 and one bow 62 fail for various reasons, there is only one aft rudder stock 61 and two bow thrusts 63; or one stern rudder propeller 61 and one bow thruster 63 are invalid, and the operation can be carried out under the condition that only one stern rudder propeller 61, one bow thruster 62 and one bow thruster 63 exist, and the dynamic positioning capability of the operation and maintenance mother ship can still be always kept under the serious fault condition.

Further, the bow push is specifically a bow telescopic push.

As can be seen from the above description, the bow is hidden inside the ship body when the ship advances in a telescopic way, so that the ship is prevented from being influenced by resistance, and the bow stretches out when the ship needs to keep the position, thereby dynamically positioning the ship.

The above description shows that the liquid ballast tank filled with seawater can directly take materials from seawater, and has the advantages of simple and convenient material taking, and the high-position subsea valve box and the low-position subsea valve box are respectively used in deep water and shallow water, so that the seawater can be taken from various water areas.

From the above description, the anti-rolling tank further reduces the rolling influence of wind waves on the ship and reduces the rolling degree of the ship.

According to the description, the operation and maintenance sub-ship can be hoisted into the sea to carry out wind power operation and maintenance work at the same time when sea conditions are good, the sea power operation and maintenance efficiency is improved to the maximum extent, the active compensation boarding device further improves the safety and comfort of personnel transportation, and boarding can be achieved for different forms of offshore wind turbines and booster stations, so that the offshore wind power operation and maintenance work efficiency is improved.

The offshore wind power operation and maintenance mother ship of the embodiment is mainly used for wind power operation and maintenance, and transporting operation and maintenance personnel and equipment to maintain offshore wind power projects.

Example one

For the present invention, some words are explained:

the ship stability is the performance that the ship can automatically return to the original balance position after the external force for inclining the ship is eliminated. Depending on the direction of inclination, the ship has a stability and a trim which generally does not endanger the safety of the ship. The characteristics of the external force and whether the angular velocity and inertia of the inclination are considered are divided into static stability and dynamic stability. Different types of ships should also take their stability into account depending on the characteristics of use. Such as the stability of the fishing boat in the fishing operation during the netting and hauling, the towing stability of the tugboat in the towing of the barge fleet, and the like. Ship stability is an important sailing property for ensuring the safety of ships. In the aspects of ship size and ship body appearance, the influence of ship width, freeboard, superstructure, ship gravity center height and the like on stability is large.

The cabin-breaking stability refers to the performance that after one cabin or a plurality of adjacent cabins of the ship are damaged and immersed, certain buoyancy and stability can be still maintained, so that the ship cannot sink or the sinking time is delayed, and the safety of personnel and goods is ensured.

The wave resistance of the ship refers to that the ship suffers from various swaying motions and slamming, stalling, runaway, wave bending moment and the like generated by external force interference in the stormy waves, still has enough stability and hull structural strength, and can keep the performance of safe sailing at a certain sailing speed.

Referring to fig. 1, the marine mother ship of this embodiment includes a seawater ballast tank 2 and a fixed ballast tank 1 which are located at the bottom of the ship and below the inner bottom plate, wherein the fixed ballast tank 1 is used as a heavy ballast tank which is filled with solid anti-crack concrete and is a side tank at both sides of the ship, and the seawater ballast tank 2 is used as a seawater ballast tank which is filled with seawater, so as to reduce the center of gravity of the ship and increase the ship stability of the ship together with the fixed ballast tank 1.

Referring to fig. 2 to 4, compared with a ship without adding fixed ballast only using a seawater ballast tank 2 filled with seawater, after the ship with added fixed ballast replaces the two side edges with fixed ballast tanks 1,

setting the initial weight G0 of the ship;

under the condition that the total weight G of the ship is unchanged, the following steps are provided:

the left full load weight G1 of the seawater ballast tank 2 of the ship without adding fixed ballast;

the right full load weight G2 of the seawater ballast tank 2 of the ship without adding fixed ballast;

increasing the left full load weight G1' of the seawater ballast tank 2 of the ship with fixed ballast;

increasing the right full load weight G2' of the seawater ballast tank 2 of the ship with fixed ballast;

the left full weight G3 of the fixed ballast tank 1 of the vessel with fixed ballast added and the right full weight G4 of the fixed ballast tank 1 of the vessel with fixed ballast added.

From the above conditions, a qualitative comparison can be calculated:

the height Z of the center of gravity of the ship after ballasting without adding fixed ballast;

increasing the height Z' of the center of gravity of the ballast-fixed ship after ballasting;

the left and right full gravity center heights Z1 of the seawater ballast tank 2 of the ship without adding fixed ballast;

adding the left or right full gravity center height Z2 of the seawater ballast tank 2 of the ship with fixed ballast;

the fixed ballast tank 1 of the fixed ballasted vessel is increased by the left or right full center of gravity height Z3.

Specifically, the left-right balance of the ship before and after the fixed ballast is added is set as G1' + G3 ═ G1, G2' + G4 ═ G2, G1 ═ G2, G1 ═ G2', and G3 ═ G4;

adding the total weight of the fixed ballast front hold to G0+ G1+ G2-G0 +2G 1;

adding the total weight of the cabin after fixed ballasting to G-0 + G1' + G2' + G3+ G4-G0 +2G1' +2G 3;

the center of gravity G × Z × G0 × Z0+2 × G1 × Z1 before adding the fixed ballast may be calculated;

and the center of gravity G Z' G0Z 0+2G 1Z 2+ 2G 3Z 3 after adding the fixed ballast;

since the height of the center of gravity of each regular chamber tank is the vertical height from the centroid of the cross section of each tank to the base line, the density of the fixed ballast tank 1 is greater than that of the ballast tank, and it is known that Z2 is slightly less than Z3, and Z2< Z3< Z1, then

G × Z '-G × Z ═ 2 × G1' × Z2+2 × G3 × Z3-2 × G1 × Z1, further calculated to give:

2*(G1'*Z2+G3*Z3-G1*Z1)<2*[(G1'+G3)*Z3-G1*Z1]＝2*G1*(Z3-Z1)<0；

g x Z '< G x Z, and finally, Z' < Z is obtained. Under the same weight, the gravity center height of the ship with the fixed ballast is lower than that of the ship without the fixed ballast, so that the initial stability of the ship is improved, and the complete stability and the cabin breaking stability of the ship meet the requirements of ship specifications/regulations.

In addition, according to the principle of ship statics, when the tank on the ship is not full, and the ship is inclined, the liquid in the tank flows to the inclined side, and the liquid level is kept parallel to the water level, so that the free-flowing liquid level becomes a free liquid level. When the liquid flows, the volume shape of the liquid changes, the gravity center of the liquid moves to the inclined side, and therefore an additional inclination moment is generated, and the stability of the ship is reduced as a result.

The larger the transverse free liquid level inertia moment of the ship is, the larger the correction on the initial stability of the ship is, and the more unfavorable the stability is. When the liquid tank is not fully loaded or the loading capacity of the liquid tank changes in the operation process, the initial stability of the ship needs to be corrected and calculated by the free liquid level inertia moment.

Referring to fig. 5 to 6, since the liquid level width Y when the seawater ballast tank 2 of the ship without the fixed ballast added is not fully loaded is twice the liquid level width Y 'when the seawater ballast tank 2 of the ship with the fixed ballast added is not fully loaded, the horizontal free liquid level moment of inertia Ix ═ L ^ Y3/12 when the seawater ballast tank 2 of the ship without the fixed ballast added is not fully loaded is 8 times the horizontal free liquid level moment of inertia Ix' ═ L ^ Y '^3/12 when the seawater ballast tank 2 of the ship with the fixed ballast added is not fully loaded, Ix is much larger than Ix', and the correction of the initial high stability of the ship by increasing the free liquid level moment of inertia of the ship with the fixed ballast added is remarkably reduced.

And because the fixed ballast tank 1 is filled with the solid anti-cracking concrete, the phenomenon of exchanging seawater with the concrete cannot occur after the fixed ballast tank 1 is damaged. The damaged inflow of an area bottom cabin or the damaged inflow of an area side cabin is obviously reduced, so that the subdivision index of the ship cabin breaking stability is improved, and the safety of the ship cabin breaking is improved.

Referring to fig. 7-8, most offshore wind farms in our country are distributed in coastal and offshore areas, and the wave periods in these areas are generally not large, and are about 5 seconds. Generally, the sea surface wave period is greater the further away from the shoreline. And the rolling period of the ship is close to the wave period, so that the shaking of the ship can be obviously improved.

The density of the fixed ballast anti-crack concrete is 2.4t/m3, the density of the ballast water and the seawater density are 1.025t/m3, and the volume of the fixed ballast tank after the fixed ballast is added is similar to that of the seawater ballast tank, so that G3 is far greater than G1'. The approximation assumes that G3 is 2 × G1', since G1 is G3+ G1', it is easy to know that Y2 is much larger than Y1. According to the Pythagorean theorem, r2 is far greater than r 1.

According to the parallel axis theorem of the moment of inertia, the ballast with the same weight is arranged on the front view section, and the larger the inertia radius of the ballast around the X axis in the ship length direction is, the farther the ballast gravity center is away from the ship gravity center.

Therefore, by arranging the fixed ballast at a position of the cross section away from the center of gravity of the ship, the moment of inertia of the ship around the X axis in the ship length direction is increased, namely, the inertia radius of the ship around the X axis in the ship length direction is increased. The bigger the X-axis inertia radius of the ship in the ship length direction is, the larger the rolling period of the ship is, so that the rolling period of the ship is more far away from the wave period of a target sea area, and the shaking degree of the ship is reduced.

The boats and ships rock the motion and have physiological influence to passenger and crewman on the ship, the range and the acceleration of boats and ships motion can have adverse effect to the personnel on the ship, seasick ship can produce negative effects to crewman's operational capability and can significantly puzzlement personnel on the ship, especially, the operation and maintenance personnel are mostly not professional sailor and crewman, the stormy waves are more showing operation and maintenance personnel's influence, and rock the too big use that can influence initiative compensation boarding device 5 of motion, the efficiency of operation and maintenance has finally been influenced.

In addition, the seawater ballast tanks 2 are connected by water paths, and two seawater ballast tanks 2 are respectively arranged at two side edge chambers of the ship body, wherein one seawater ballast tank 2 is provided with a high-position seabed valve box 42, the other seawater ballast tank 2 is provided with a low-position seabed valve box 41 for taking water and filling the seawater ballast tank 2 and adjusting the gravity center of the ship body, wherein the high-position seabed valve box 42 and the low-position seabed valve box 41 are respectively used for deep water and shallow water.

The cabin of this embodiment is also provided with the anti-rolling tank 3, and the anti-rolling tank 3 is connected with the high-position subsea valve box 42 and the low-position subsea valve box waterway, so as to obtain seawater, further reduce the rolling influence of the wind waves on the ship, and reduce the rolling degree of the ship.

At present, the mode of riding the wind power operation and maintenance is that the wind power operation and maintenance ship is close to the offshore wind turbine bearing platform, and the steel crawling ladder is installed on the side wall of the wind turbine bearing platform, and the operation and maintenance personnel carry the maintenance tool back to climb up the crawling ladder and climb the crawling ladder for twenty-thirty meters, so that the process is time-consuming and labor-consuming, and the potential safety hazard of insufficient falling is large. And in addition, in order to facilitate the smooth ascending of the fan platform from the operation and maintenance ship for personnel at different tide levels, the bottom end of the steel crawling ladder is often soaked in seawater due to tide fluctuation, and even if certain anticorrosion and antirust measures are adopted during construction, the risk of corrosion by seawater is also generated, and the potential safety hazard of boarding is increased. Therefore, according to the influence of sea conditions (wind, wave and flow) on ships, the active compensation boarding device 5 for realizing active wave compensation is realized by adopting an intelligent control boarding gangway main rod amplitude variation and trestle amplitude variation, rotation and telescopic linkage technology, and the active compensation boarding device 5 is in telescopic, amplitude variation and rotation linkage as shown in figures 9-10, so that the safety and comfort of personnel transportation are further improved, and boarding can be realized aiming at different forms of offshore wind turbines and booster stations, and the offshore wind power operation and maintenance work efficiency is improved.

And because the fixed ballast tank 1 is added, the overall gravity center of the ship descends, so that the active compensation boarding device 5 is added above the deck of the ship in the embodiment, the influence on the ship stability of the ship is small, and the phenomenon that the ship stability of the ship does not accord with relevant regulations due to the influence of the active compensation boarding device 5 is avoided.

And the working sub-ship 7 is additionally arranged at the stern, the working sub-ship 7 adopts A frame for recovery and release, the maximum number of people is 8, the cargo is 1 ton, and the navigation speed is more than 26kn. under the condition of 1 grade of sea, and the maximum use sea condition reaches 5 grade. When the sea condition is better, the working sub-ship can be lifted into the sea to carry out wind power operation and maintenance work, and the sea power operation and maintenance efficiency is improved to the maximum extent.

At present, a small-sized operation and maintenance ship in China lacks power positioning capacity or is insufficient in power positioning capacity, and the ship cannot keep a relatively fixed position with a wind power base, so that operation and maintenance personnel cannot safely board. Therefore, the offshore wind power operation and maintenance mother ship of the embodiment is provided with a ship dynamic positioning system, the ship dynamic positioning system is an automatic control system provided with a complete thrust device, specifically, the ship dynamic positioning system is provided with two stern rudder propellers 61 at the stern and a bow telescopic push 62, two bow thrusters 63 are respectively arranged at two sides of the bow, and the ship dynamic positioning system is a positioning system which is automatically and kept at a set position or direction by resisting the influence of offshore wind, waves and ocean currents by the ship or a floating platform by utilizing the power of the ship or the floating platform. And assuming that one aft rudder stock 61 and one fore thrust 62 fail for various reasons, there is only one aft rudder stock 61 and two fore thrusts 63; or one stern rudder propeller 61 and one bow thruster 63 are invalid, and the operation can be carried out under the condition that only one stern rudder propeller 61, one bow thruster 62 and one bow thruster 63 exist, and the dynamic positioning capability of the operation and maintenance mother ship can still be always kept under the serious fault condition.

In conclusion, according to the offshore wind power operation and maintenance mother ship provided by the utility model, the gravity center of the ship is reduced by additionally arranging the fixed ballast tank, the transverse free liquid level inertia moment of the ship is reduced, the ship stability and the cabin breaking stability are improved, and the fixed ballast tank reduces the water inflow of regional damage, so that the compartment division index of the ship cabin breaking stability is improved, and the safety of ship cabin breaking is improved. The fixed ballast tanks are distributed in the bottom cabins at two sides of the ship, so that the inertia radius of the ship around the X axis in the ship length direction is increased, the rolling period of the ship is far away from the wave period of a target sea area, the rolling degree of the ship is reduced, and the wave resistance of the ship is improved; the device is provided with an active compensation boarding device to improve the safety and comfort of personnel transportation, realize boarding aiming at different forms of offshore wind turbines and booster stations, improve the offshore wind power operation and maintenance working efficiency, and is provided with a ship dynamic positioning system, resists the influence of offshore wind, waves and ocean currents by utilizing the power of the ship dynamic positioning system, automatically and continuously keeps at a set position or a set direction, and specifically comprises two stern rudder propellers, one bow telescopic thruster and two bow thrusters, and only one stern rudder propeller and two bow thrusters are in failure due to various reasons if one stern rudder propeller and one bow thruster are in failure; or one stern rudder propeller and one bow thruster are invalid, and the operation can be carried out only under the condition that one stern rudder propeller, one bow thruster and one bow thruster exist, and the dynamic positioning capability of the operation and maintenance mother ship can still be always kept under the serious fault condition.

The above description is only an embodiment of the present invention, and not intended to limit the scope of the present invention, and all equivalent changes made by using the contents of the present specification and the drawings, or applied directly or indirectly to the related technical fields, are included in the scope of the present invention.

Claims

1. The utility model provides an offshore wind power operation and maintenance mother ship which characterized in that: including being located the ballast tank of the interior bottom plate below of boats and ships, the ballast tank includes sea water ballast tank and heavy ballast tank, heavy ballast tank distributes in the position of keeping away from boats and ships axis, sea water ballast tank distributes in the position that is close to boats and ships axis.

2. The offshore wind power operation and maintenance mother ship according to claim 1, characterized in that: the heavy ballast tank is in particular a fixed ballast tank.

3. The offshore wind power operation and maintenance mother ship according to claim 2, characterized in that: the fixed ballast tank is specifically a fixed ballast tank filled with anti-crack concrete.

4. The offshore wind power operation and maintenance mother ship according to claim 1, characterized in that: a vessel dynamic positioning system for maintaining the parent vessel in a positioned position is also included.

5. The offshore wind power operation and maintenance mother ship according to claim 4, characterized in that: the ship dynamic positioning system comprises stern rudder stock, bow thrusters and two side thrusters, wherein the two side thrusters are respectively positioned on two sides of a ship body.

6. The offshore wind power operation and maintenance mother ship according to claim 5, characterized in that: the ship dynamic positioning system comprises two stern rudder paddles.

7. The offshore wind power operation and maintenance mother ship according to claim 5, characterized in that: the bow push is specifically a bow telescopic push.

8. The offshore wind power operation and maintenance mother ship according to claim 1, characterized in that: the seawater ballast tank is a liquid ballast tank filled with seawater, and the low-position subsea valve tank, the high-position subsea valve tank and each seawater ballast tank are connected through a water line.

9. The offshore wind power operation and maintenance mother ship according to claim 8, characterized in that: the anti-rolling water tank is connected with the low-position seabed valve box and the high-position seabed valve box through water paths respectively.

10. The offshore wind power operation and maintenance mother ship according to claim 1, characterized in that: the deck of the mother ship is also provided with an active compensation boarding device and a working son ship.