WO2001047769A1 - Device for limiting list and trim of sailing boats - Google Patents

Abstract

The invention concerns a device for controlling the trim of a boat (V), characterised in that it comprises ballasting spheres (1) capable of being displaced by a drive member (4) in at least a guide duct (3) integral with said boat and of being positioned in stable fashion in predetermined zones of the duct depending on the list of the boat by means of transmission elements (2).

Description

 DEVICE FOR ENSURING A LIMITATION OF THE BOAT AND THE SAILING PLATFORM

The present invention relates to a device for controlling the attitude of a ship and more particularly, a device intended to limit the heeling of sailboats.

Pleasure yachts must heel so that their ballast, traditionally located under the hull and in the center line of the boat, provides a compensating effect of the wind thrust on the sails.

The rental of monohull sailboats poses many related problems including:

- safety with regard to the movement of the crew on deck, or inside the boat;

- discomfort in navigation concerning everyday life on board (kitchen, chart table, toilets, etc.); - the difficulty of using the bunks (requiring the use of anti-roll fabrics);

- the chronic instability of the objects on board, and especially on each tack;

- the apprehension of non-amarinated passengers; - to the performance of the ship and more particularly to the instability of the course, due to the natural tendency of the boat to bring its course closer to the bed of the wind, that is to say to "luff" if no compensation is made at the bar. This phenomenon is due to the driving vélique drive distant from the axis of the ship by the list, creating a torque of recall of the ship in the axis of the wind;

- the reduced effectiveness of the anti-drift plan, the rudder (submerged part of the rudder) and the performance of the sails.

To date, there are different solutions to compensate for or reduce the list of monohull sailboats. Thus, in terms of the maneuver, it is possible to carry out:

- the recall of team members, which is especially effective on small boats, or on competition monohulls with a large crew, and / or

- the transfer of heavy equipment inside the boat to place it on the windward side at each tack ("stamping").

On a technical level, naval architects and builders use:

- the ballast system, consisting in moving from one edge to the other a volume of seawater previously pumped, and - the mobile or pivoting keel system allowing the ballast of the keel to be placed on the windward side. The system of seawater ballasts is simple in principle, due to the fact that it is a removable ballast which can be removed by emptying the ballasts, which makes it possible to lighten the boat with bearing gaits. It is possible to transfer, in addition, the volume of water located on the windward side to the other side by simple gravity, without requiring pumping, in order to anticipate the tack but by creating at this instant a list much more important.

However, this system requires, inside the boat, to provide ballast boxes of large volume if one wishes to obtain a significant effect due to the low density of the water.

So even with powerful pumps, the duration of filling and emptying of the boxes is relatively long (one to several tens of minutes).

In addition, the transfer by gravity of the volume of water which takes place before the tack to take advantage of gravity, considerably accentuates the heeling of the boat at this time.

Finally, even the transfer from one edge to the other remains relatively long, which makes the system suitable only for long edges, and which excludes use in tacking. For all these different reasons, the ballast system is mainly used for competition boats, or at least of a sporty nature.

The mobile or pivoting keel system is mainly used on large competition boats designed for ocean racing.

However, the complexity of the movements of orientation of the keel, the need to provide powerful mechanical or hydraulic means, the size, the specificity of the structure of the hull made necessary by the efforts supported, the reduction in efficiency of the anti plane -drift and therefore the cost of installation, make this system unsuitable for pleasure boats.

Consequently, while many functions are now mechanized and assisted electrically or electronically, the coxswain and the crew of a monohull sailboat are always reduced to undergo the effect of the force of the wind and the heeling of the boat, without possibility of control, because the ballast, located in the axis of the ship can only act if the boat takes a sufficient angle of heel. The present invention aims to solve the technical problems posed by the prior art, by proposing to equip pleasure boats with a mobile ballast.

This object is achieved, in accordance with the invention by means of a device for controlling the attitude of a ship, characterized in that it comprises ballast spheres capable of being displaced by means of a member drive in at least one guide pipe integral with said ship and to be stably positioned in predetermined areas of said pipe as a function of the heeling of the ship by means of transmission elements.

According to a first embodiment, the transmission elements consist of spheres whose unit mass is much less than that of the ballast spheres and which are intended to occupy the free internal volume of said pipe. According to a variant, said transmission spheres have a diameter substantially equal to that of the ballasting spheres.

According to another variant, said transmission elements consist of balls having dimensions different from those of the ballasting spheres and preferably of smaller dimensions. In this case, the guide pipe comprises a section of reduced diameter on which the drive member is mounted and in which only the transmission balls can circulate.

According to an advantageous characteristic, said ballasting spheres have an outside diameter close to the inside diameter of said guide pipe.

According to another characteristic, the guide pipe is in a closed loop and the drive member is arranged on the loop to transfer the ballast spheres and / or the transmission elements individually and contiguously. According to yet another characteristic, the drive member comprises at least one worm and / or at least one castellated wheel with rollers.

According to a specific variant, the device comprises two separate guide lines and coupled by a single drive member.

According to yet another variant, the device is further provided with a play take-up member comprising a tube opening perpendicularly into said pipe and containing a sphere intended to be pressed against the ballast spheres or the transmission elements by a helical spring.

According to a second embodiment, the drive member consists of a link fixed to said ballasting spheres and cooperating with transmission elements in the form of pulleys, cleats or capstans.

According to a characteristic common to the two abovementioned embodiments, the guide pipe is located directly in the bulkhead of the hull and / or in the keel of the ship or else in the keels, if the ship has more than one.

According to a variant of use, the guide pipe is integrated into the keel of the ship.

Thanks to the device of the invention, the yachtsman can practice a new way of sailing and living the boat. This device is intended to facilitate the evolution of the cruising monohull, already gone in a few decades from the "weighted corridor" (narrow and barely habitable boat, with deep keel and very weighted) to the current concept of larger boats, with high stability forms, very livable, and offering builders economic advantages. Indeed, the objective of the device of the invention is to allow the coxswain to control the list by compensating for the lateral thrust of the wind.

This compensation of the wind thrust is effected by a transfer on demand, of at least part of the movable ballast towards the windward side of the boat, by means of a simple and easily implantable device in the hull or in the keel of the boat.

Such a device allows the development of a new typology of sailboats whose stability is comparable to that of a catamaran. The characteristics of monohulls equipped with the device of the invention thus have:

- a low heel during navigation,

- high performance thanks to better performance of the sails and submerged appendages, these performances being improved by a possible reduction of the width at the waterline (because it is then less necessary to have a form stability) with the possibility of '' increase livability, especially in the cockpit. A greater width at the deck is thus made possible without compromising the boat's walking qualities. Monohulls equipped with the device of the invention also retain their intrinsic qualities, namely:

- safety in terms of capsizing and overturning risks,

- reasonable space for maneuvers and berths,

- ease of construction and reduction of manufacturing costs due to a simple shell structure,

- more classic aesthetics.

Other specific advantages of the device of the invention are to allow the boat to be easily grounded and to make an artificial list allowing passage under a bridge that is too low and without the help of the wind.

The device of the invention is used according to two main types of configuration: - the internal configuration, in which the entire device is inside the shell. This solution has the following advantages in particular:

- better design simplicity,

- easy integration into the construction phase, - optimized manufacturing costs;

- the external configuration, in which the device is integrated inside one or more pins of the fin or bulb type.

The realization of this last configuration is more complex, because the guide pipe and the drive member must be embedded in the foundry of the keel bulb, the axis of the drive then passing through the hollow keel veil.

This configuration occupies no volume in the hull and maintains a low center of gravity, it can possibly replace an existing conventional keel.

The invention will be better understood on reading the description which follows with reference to the drawings in which:

- Figures 1A and 1B respectively show schematic cross-sectional and plan views of a ship equipped with a first embodiment of the device of the invention;

- Figure 1C shows a detailed sectional view of the device of Figures 1A, 1B; - Figures 2A and 2B respectively show schematic cross-sectional and plan views of a ship equipped with a variant of the embodiment of Figures 1A, 1B;

- Figure 3 shows a schematic cross-sectional view of another alternative embodiment of the device of the invention;

- Figures 4A and 4B respectively show schematic cross-sectional and plan views of a ship equipped with a second embodiment of the device of the invention; - Figures 5 A and 5B show detailed views of two types of drive members capable of being used in the device of the invention;

- Figures 6A and 6B show views respectively in vertical section and in horizontal section of a variant of the embodiment of Figures 1A, 1B applied to the keel of the ship;

- Figure 7 shows a plan view of another variant of the embodiment of Figures 1A, IB with coupling of two devices;

- Figures 8A, 8B, and 8C show various service configurations of the embodiment of Figures 1A, IB;

- Figure 9 shows a schematic view of an exemplary control system of the device of the invention;

- Figure 10 shows a schematic sectional view of an example of a play take-up member capable of being used in the device of the invention;

- Figure 11 shows the graphs of variation of the return torque as a function of the heeling angle, respectively, for a sailboat equipped with the device of the invention and a traditional sailboat.

The device shown in FIGS. 1A and IB is intended for checking the trim of a ship and more particularly for checking the heeling of a sailboat V shown here diagrammatically with its hull C, its deck R and its keel Q but without her rigging.

This device comprises a mobile ballast made up of ballasting spheres 1 capable of being displaced in at least one guide pipe 3 secured to the ship V.

The pipe 3 can be of circular section or have a section whose internal dimensions are sufficient to allow the circulation of at least one ballasting sphere 1. In the embodiment shown in FIG. 1C, the pipe 3 is tubular and is located directly inside the partition of the shell C in the submerged part, and is trapped between the internal wall of the shell, of a on the one hand, and a plate P fixed or molded directly on this wall, on the other hand, by matching the shape of the pipe 3. As a result, the pipe 3 which is generally metallic thus forms an armature also providing a stiffening function of the hull.

The ballast spheres 1 are moved by means of a drive member 4 and positioned stably by means of transmission elements 2 in predetermined areas of the pipe 3 depending on the heel.

In the embodiment shown here, the drive member 4 consists of at least one, and here of a single castellated wheel 41.

In general, the displacement of the mobile ballast is effected by means of a simple rotational movement, around an axis perpendicular or longitudinal to the pipe 3 and easy to motorize. The transmission elements 2 here consist of spheres

20 whose unit mass is much lower than that of the ballast spheres 1.

In the embodiments shown, the ballasting spheres 1 as well as the transmission spheres 20 are not mechanically linked to each other.

The transmission spheres 20 are intended to occupy the internal volume of the pipe 3 left free by the ballasting spheres and to form with these a continuous train which is moved in translation in the pipe by means of the drive member 4 According to a variant not shown, the ballast spheres are connected to each other by interlaced rings, welded to said spheres so as to form a chain.

In the embodiment shown in FIGS. 1A, 1B, 1C, the transmission spheres 20 have a diameter substantially equal to that of the ballasting spheres 1.

It is not necessary to provide any rotation of the spheres 1.20 to ensure the movement of the train which is effected by the single push of the spheres against each other. The transmission spheres 20 are, for example, hollow aluminum spheres while the ballasting spheres 1 are solid lead spheres.

The mobile ballast consists of the weight differential between the ballasting spheres 1 and the transmission spheres 20.

Line 3 consists, in the embodiment of FIG. 1B and FIGS. 8A, 8B, 8C, of two symmetrical lateral branches 3a, 3b and of a central branch 3c extending along the axis X of the ship for forming a W-shaped circuit. Each of the branches 3a, 3b, 3c consists of two parallel sections in which the ballasting spheres 1 and the transmission spheres 20 circulate in opposite directions.

The guide line 3 is therefore in a closed loop and the drive member 4 is arranged on the loop to transfer the ballast spheres 1 and the transmission spheres 20 individually, that is to say one by one and from joined together. Thus, each sphere exerts a push on the preceding sphere in the direction of displacement.

In the embodiment of FIGS. 1A and 1B, the wheel 41 with rollers forming the drive member 4 is mounted at the front end of the central branch 3c of the pipe 3.

In the position shown in FIGS. 1B and 8C, the ballasting spheres 1 are arranged in the two parallel sections of the central branch 3c and therefore have no effect on the attitude of the ship.

When the ballast spheres are symmetrically distributed on either side of the longitudinal axis X of the boat, the mobile ballast does not act, the boat is in lateral balance to be stopped, at the engine, or in the wind back. When the ballast spheres are located entirely on one side

(on branch 3a or 3b), the center of gravity of the mobile ballast is moved to the corresponding edge. The progressive movement of the ballast spheres allows the position of the mobile ballast to be adjusted continuously and precisely to meet the exact need for stabilization.

In the embodiment of FIGS. 2A, 2B, the transmission elements 2 consist of balls 21 having different dimensions, and here smaller than those of the ballast spheres 1 and therefore at those of the pipe 3 but greater than the possible clearance or the free space between the spheres 1 and the internal wall of the pipe 3.

The guide pipe 3 which is here made in the shape of a U, following one of the master couples of the shell C, here comprises an upper section 30 of reduced diameter on which is mounted the drive member 4 and in which only the transmission balls 21 can circulate.

The upper section 30 is here formed on the deck R of the ship.

In the embodiment of FIG. 3, both the ballasting spheres 1 and the transmission elements 2 are produced in the form of balls 11, 21 whose respective diameters are much smaller than the diameter of the pipe 3.

The pipe 3 always has a U shape similar to that of the embodiment of FIGS. 2A, 2B with an upper section 30 of reduced diameter. Line 3 is filled with the linings of the balls 11, 21.

However, here the ballast balls 11 have a diameter less than the diameter of the transmission balls 21.

The interface I between the linings 11 and 21 remains well defined if between the different balls, the respective densities and diameters ratios are of the order of 10 to 20 and 1.5 to 3.

In the embodiment of FIGS. 4A and 4B, the ballasting spheres 1 have a diameter close to the internal diameter of the pipe 3 in a U shape. However, the drive member 4 consists of a link 43 such that a chain or cable attached at least to the end spheres 1 and cooperating with transmission elements 2 produced here in the form of return pulleys 23 and a cleat and / or a windlass 22 or capstan mounted on the bridge R FIGS. 5A and 5B represent two embodiments of the drive member 4.

The crenellated wheel 41 of FIG. 5 A has an axis of rotation perpendicular to the longitudinal axis of the pipe 3.

The slots 41a carried by the periphery of the wheel 41 have a radius of curvature adapted either to the ballasting 1 and transmission spheres 20 (FIGS. 1A, 1B) or to the transmission balls 21 (FIGS. 2A, 2B, 3).

The slots 41a are separated by peripheral rollers 41b mounted in free rotation on bearings to facilitate the taking of spheres or balls and avoid jamming. The rollers 41b have axes parallel to the axis of the wheel 41.

The endless screw 42 of FIG. 5B is intended to be mounted coaxially with the axis of the pipe 3 and its pitch is adapted either to the ballasting 1 and transmission 20 spheres or to the balls 21.

Furthermore, it is at the level of the drive member 4 that there is access to the guide pipe 3 allowing the change of the spheres and / or of the balls during assembly of the device as well as the visits for lubrication, verification or maintenance.

Three types of training are possible;

a) an electric motor M (FIG. 9) supplied by a service battery, in engagement with the axis of the member 4 by means of a reduction gear to obtain an appropriate speed of rotation and a high torque at the level of the crenellated wheel 41 with rollers, or

b) a hydraulic motor supplied either by a specific hydraulic group or by the on-board hydraulic group, and / or

c) a manual emergency rescue drive by winch handle, used in the event of a failure of the main drive, and making it possible to bring the mobile ballast back to the neutral position in the center line of the boat, which can then sail in a conventional manner. As shown in FIG. 9, the movement of the mobile ballast can be controlled from the helm station B using a joystick control lever J, pushed to the left to transfer the mobile ballast on port (port tack navigation) or pushed to the right for transfer to starboard (starboard tack navigation).

In addition to direct perception by the coxswain of the boat's behavior, it is also possible to have a visualization of the situation of the moving ballast between two extreme port and starboard points, passing through the neutral point. To this end, an analog dial D indicates to the coxswain the position of the ballast, by mechanical, hydraulic or even electrical transmission with a system of worm on the axis of the drive device provided with contacts S at the ends of the stroke of the system. It is possible to complete the manual control with an automatic control system L of the position of the mobile ballast, optimizing at all times the distribution of the ballast according to the stabilization needs of the boat. The regulation method can be based on a measurement of the heel by means of an inclinometer T with sufficiently damped movement to give hysteresis to the system and avoid excessively high frequencies of movement of the ballast.

A play take-up member such as that which is shown in FIG. 10 may be made necessary by the fact that the total length of the guide pipe 3 is slightly greater than the sum of the diameters of the 1.20 spheres placed end to end. tip, this to facilitate the movement of the spheres as well as to compensate for any expansion due to temperature rises.

The play take-up member retracts when the spheres are in motion, due to the contact between the facing spherical surfaces, and blocks them when stopped, preventing the spheres from moving and colliding with the boat movements.

The play take-up member comprises a tube 33 opening perpendicularly into the pipe 3 and enclosing a sphere 10 supported against the ballast spheres 1 or the transmission elements 2 by a helical spring 34. The transfer of the movable ballast must not not substantially alter the longitudinal balance of the boat and the guide pipe 3 is configured so that a longitudinal symmetry is established whatever the lateral position of the movable ballast, for example according to three main types of configuration: - in W (FIG. 1A, 1B) which has the advantage of a ballast closer to the longitudinal axis X of the boat in neutral position, and which also makes it possible to place the drive member 4 at the desired location on the 'X axis,

- in double concentric loop (Figure 7); the two conduits 31, 32 being separated (possibly joint) and coupled by a single drive member 4, which gives the best longitudinal symmetry,

- in a tight spiral to reduce the size of the device. This latter configuration shown in FIGS. 6A, 6B is more particularly intended to be integrated in the fins A of a keel Q.

The principle of the mobile ballast of the invention may only apply to part of the ballast of the boat, the other part remaining consisting of a traditional keel ensuring the main stability. Safety requirements can lead to a compromise in the distribution between the mobile ballast and the conventional ballast,

- by optimizing the effect of the mobile ballast when it is placed on the "windward" side to cancel or reduce the heeling of the boat,

- by limiting the angle of heel taken by the boat if the mobile ballast comes to be on the "leeward" side (due to a false maneuver by the coxswain or else due to a system failure),

- using lead (density around 11) for the ballast spheres 1 and aluminum (density around 2.7) for the transmission spheres 20.

The characteristics of the mobile ballast are, for example, the following depending on the diameter of the spheres:

L'optimisation du diamètre des sphères 1,20 dépend de la taille du bateau, du volume pris par la conduite de guidage 3 et du poids de lest mobile que l'on désire utiliser. Un optimum se situe autour du diamètre de 200 mm pour des bateaux de taille moyenne, de façon à faciliter le chargement manuel des sphères de lestage. Pour des bateaux de plus grande taille, il est possible d'adapter la capacité et la puissance des organes de chargement et de l'organe d'entraînement à des sphères de lestage dont le diamètre est supérieur à 200 mm. Le mouvement des sphères dans la conduite de guidage peut être facilité en utilisant un agent de lubrification par exemple, en revêtant chaque sphère d'une graisse ou d'une huile adéquate.

Optimizing the diameter of the spheres 1.20 depends on the size of the boat, the volume taken up by the guide pipe 3 and the weight of the mobile ballast that it is desired to use. An optimum is around the diameter of 200 mm for medium-sized boats, so that facilitate manual loading of ballast spheres. For larger boats, it is possible to adapt the capacity and power of the loading members and the drive member to ballast spheres with a diameter greater than 200 mm. The movement of the spheres in the guide line can be facilitated by using a lubricating agent for example, by coating each sphere with a suitable grease or oil.

The guide pipe must withstand the constraints of movement of the moving ballast while having an internal surface state capable of reducing friction.

The steel strip seems to be the most suitable material, without the need to choose it stainless because the external surface is a priori drowned:

- either in the laminated material constituting the shell for the internal configuration,

- either in the keel bulb (cast iron) for the external configuration, the internal surface then being protected from corrosion by grease with which the spheres are coated to facilitate their circulation.

The pipe is thus integrated into a structure, and the thickness of its wall can be reduced so as to optimize its weight.

Example of application of the device of the invention to a 40-foot sailboat.

1. Basic characteristics of the sailboat

The example sailboat corresponds to a classic cruising sailboat:

- hull length: 40 feet or 12.20 m,

- width: 4 m,

- draft: 1.90 m,

- ballast: 3000 kg.

2. Characteristics of the heel control device applied to this sailboat It is assumed that, as if to go from a keelboat to a weighted dinghy, an additional ballast (about 10%) should be provided, i.e. 3300 kg for the total fixed ballast and the mobile ballast, plus the weight of the fixed installations ( guide line, drive member, transmission spheres):

- fixed ballast: 1200 kg with the same draft,

- mobile ballast: approximately 1650 kg,

- weight of fixed installations: approximately 450 kg (see detailed balance sheet in paragraph 3),

- configuration of the device of the invention: internal in W, allowing permanent longitudinal balance,

- diameter of the spheres: 200 mm, ie approximately 45 kg of mobile ballast per ballasting sphere, - length of the guide pipe: tube about 25 m long.

3. Estimated weight balance

- fixed ballast: 1200 kg (lead or cast iron keel)

- mobile ballast: 37 ballasting spheres of 45 kg each (weight difference) = 1665 kg - transmission spheres: 129 spheres of 1 kg each = 129 kg

- guide line: 25.8 m to 9.9 kg / m (*) = 225 kg

- laminated material of the guide pipe: 75 kg (*)

- drive unit: 22 kg (*)

A total for fixed installations of 481 kg.

(*) details of the weight quote calculations:

- guide pipe: steel strip 2 mm thick, 202 mm in diameter or by the linear meter: 0.635 m ² by 2 mm or 1.27 dm ³ , density 7.8 = 9.9 kg / m;

- additional laminate material for the guide pipe: approx. 60 cm of laminate over 25 m of length tube (fabric at 2,500 g / m ² , i.e. a weight of approximately

5kg / m ² ) = 75kg;

- drive member of the crenellated wheel type with rollers:

- 2 flanges made of sheet steel equivalent on the surface at 30 x 30 cm or 9 dm ² , thickness 8 mm, or 11 kg,

- 6 rollers (hollow cylinders) and bearings each representing 120 cm ³ or 5.6 kg,

- axle: diameter 40 mm by 60 cm long, or 5.8 kg.

4. Power calculation

4.1 The weight to be moved is made up of 37 ballast spheres of 45 kg or 1702 kg and 129 transmission spheres of 1 kg or 129 kg or a total of 1831 kg.

The friction is estimated at 5% of the weight to be moved, i.e. around 92 kg.

4.2 Calculation of the work involved:

- displacement from the axis of the boat to one of the edges: displacement of 40 spheres over 8 meters, or 736 m.kg;

- vertical ascent of the mobile ballast (1665 kg) of 0.45 m or 750 m.kg,

- displacement from the edge of the boat to the axis: 736 m.kg.

In total, for a tack involving the maximum displacement of the mobile ballast from one edge to the other, the total work is 736 + 750 + 736 = 2.222 m.kg.

The mechanical efficiency is estimated at 85%.

For a total duration of movement of the mobile ballast of 20 seconds at the tack, the power required is:

2.222 / 0.85 / 20/75 * = 1.74 horsepower, or 1,280 watts.

It is therefore advisable to have a total power of 1.5 Kw. (*) 75 m.kg/s per horse; (**) 736 watts per horse.

Definitions:

- traditional sailboat (A) fitted with a classic ballast in the form of a 3-ton keel,

- sailboat equipped with the device of the invention (B) and a conventional keel of 1.2 tonnes, of which

- fixed part of the device: guide / stratification pipe, transmission spheres, drive member (481kg),

- mobile part, ballast spheres (1665 kg),

The graph in Figure 11 represents the variations of the recall torques for:

- the traditional sailboat (A), and

- the sailboat (B).

This torque is the product of the weight by the lever arm which in turn corresponds to the horizontal distance between the center of gravity of the weight considered and the center of the hull

Compared heel angles

Classic sailboat (A):

5 "10 ^* 15 ^e 20 ^* 25 ^* 30 ^*

Sailboat (B) equipped with mobile ballast:

0 * 0 ^* 0 ^* 4 '9 ^* 13 " The sailboat equipped (B) with the device The heel of the sailboat (B) the invention can sail flat until equipped with the device with wind conditions causing the invention to heel is limited to classic sailboat (A) of 15 * 13 * in wind conditions causing the classic sailboat to tilt (A) 30 *

Claims

REVENDI CA TIONS 1. Device for controlling the attitude of a ship (V), comprising ballast spheres (1) capable of being displaced by means of a drive member (4) in at least one guide pipe ( 3) integral with said vessel and being positioned stably in predetermined areas of said pipe as a function of the heeling of the ship by means of transmission elements (2), characterized in that the guide pipe (3) is in a closed loop and the drive member (4) is arranged on the loop to transfer the ballast spheres (1) and / or the transmission elements (2) individually and contiguously and ensure the movement in translation in the driving (3) of a continuous train. 2. Device according to claim 1, characterized in that the transmission elements (2) consist of spheres (20) whose unit mass is much less than that of the ballast spheres (1) and which are intended to occupy the volume free internal of said pipe (3). 3. Device according to claim 2, characterized in that said transmission spheres (20) have a diameter substantially equal to that of the ballast spheres (1). 4. Device according to one of the preceding claims, characterized in that said transmission elements (2) consist of balls (21) having dimensions different from those of the ballast spheres (1). 5. Device according to claim 4, characterized in that the guide pipe (3) comprises a section (30) of reduced diameter on which is mounted the drive member (4) and in which only the transmission balls ( 21) can circulate. 6. Device according to one of the preceding claims, characterized in that said ballasting spheres (1) have an outside diameter close to the inside diameter of said guide pipe (3). 7. Device according to one of the preceding claims, characterized in that the drive member (4) comprises at least one worm (42) and / or at least one castellated wheel (41) with rollers (41b) . 8. Device according to one of the preceding claims, characterized in that it comprises two guide lines (31,32) separated and coupled by a single drive member (4). . 9. Device according to one of the preceding claims, characterized in that it is further provided with a play take-up member comprising a tube (33) opening perpendicularly into said pipe (3) and enclosing a sphere ( 10) bearing against the ballast spheres (1) or the transmission elements (2) by a helical spring (34). 10. Device according to claim 1, characterized in that the drive member (4) consists of a link (43) fixed to said ballast spheres (1) and cooperating with transmission elements (2) in the form pulleys (23), cleats (22) or capstans. 11. Device according to one of the preceding claims, characterized in that said guide pipe (3) is located directly in the bulkhead of the hull (C) and / or in the keel (Q) of the ship.