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WO2015120862A1 - Procédé et système de compensation de gîte de bateau, et bateau pourvu dudit système - Google Patents

Procédé et système de compensation de gîte de bateau, et bateau pourvu dudit système Download PDF

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Publication number
WO2015120862A1
WO2015120862A1 PCT/DK2015/050034 DK2015050034W WO2015120862A1 WO 2015120862 A1 WO2015120862 A1 WO 2015120862A1 DK 2015050034 W DK2015050034 W DK 2015050034W WO 2015120862 A1 WO2015120862 A1 WO 2015120862A1
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WO
WIPO (PCT)
Prior art keywords
hull
boat
flotation
flotation body
bodies
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DK2015/050034
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English (en)
Inventor
Arnd Baurichter
Daniel BAURICHTER
Mads PILEGAARD
Kristian Sloth LAUSZUS
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Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of WO2015120862A1 publication Critical patent/WO2015120862A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B41/00—Drop keels, e.g. centre boards or side boards ; Collapsible keels, or the like, e.g. telescopically; Longitudinally split hinged keels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H9/00—Marine propulsion provided directly by wind power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/02—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses
    • B63B39/03—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses by transferring liquids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
    • B63C7/00—Salvaging of disabled, stranded, or sunken vessels; Salvaging of vessel parts or furnishings, e.g. of safes; Salvaging of other underwater objects
    • B63C7/003—Righting capsized vessels, e.g. sailing vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H19/00—Marine propulsion not otherwise provided for
    • B63H19/02—Marine propulsion not otherwise provided for by using energy derived from movement of ambient water, e.g. from rolling or pitching of vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B2035/009—Wind propelled vessels comprising arrangements, installations or devices specially adapted therefor, other than wind propulsion arrangements, installations, or devices, such as sails, running rigging, or the like, and other than sailboards or the like or related equipment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B41/00—Drop keels, e.g. centre boards or side boards ; Collapsible keels, or the like, e.g. telescopically; Longitudinally split hinged keels
    • B63B2041/003—Collapsible keels, or the like, e.g. telescopically; Longitudinally split hinged keels
    • B63B2041/006—Telescopically collapsible keels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members
    • B63B2043/145—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members pneumatic, e.g. inflatable on demand
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

Definitions

  • a boat heel compensation method and system and a boat with said system
  • the present invention relates generally to a boat heel compensation method and system configured to maintain a boat floating in a body of water in a desired angle of heel, such as in a horizontal (upright) or essentially horizontal position, irrespective of external destabilizing forces, such as forces arising from wind or waves.
  • the invention may find particular use for sail boats that typically have a relatively narrow or slim hull, seen in cross-section perpendicular to the length of the sail boat; the invention may, however, also find use for larger marine vessels, stationary or not, including ships such as, cruise ships.
  • the claimed heel compensation method and system for a sail boat having a hull with a bottom, wherein at least one flotation body with a buoy- ancy depends from said hull, with the system being configured to provide for a variable port to starboard location of the resulting upthrust generated by the flotation body or flotation bodies, i.e. a correcting or positioning of the resultant up- thrust relative to the hull such as to give rise to a moment seeking to correct or eliminate the boat's heeling arising from external forces on the hull, such as cross-wind.
  • the flotation body is mounted to the hull by a pivoting connecting structure capable of tilting transversely to either port or starboard in a leeward direction when said hull heels in said leeward direction.
  • transition into the shallow-draft non-sailing mode comprises positioning the flotation body in the parking position, opening one or more filling valves on the flotation body to allow ingress of water, monitoring a response from a roll angle sensor in the hull with a control device to observe a righting moment from the flotation body, closing the one or more filling valves when the righting moment substantially vanishes.
  • flotation bodies 60, 60', 60", 60"' connectable to said hull (20) so as to depend from said bottom (25), and
  • controller (C) to provide for a variable and active positioning relative to said hull (20) of the resulting upthrust generated by said one or more depending flotation bodies (60, 60', 60", 60"').
  • the system of item 8 comprising a sensor (S) communicating with said controller (C) and for sensing one or more of the following parameters: angle of heeling of said hull (20), vertical acceleration of said hull (20), wind strength, wind direction, roll and/or pitch angular acceleration and/or angular velocity, or a parameter representative thereof.
  • any of the preceding items 8-10 at least one of said flotation bodies (60, 60', 60", 60"') having a number of hollows (H) and being configured to allow for at least partial flooding of at least some of said hollows (H).
  • the system of any of the preceding items 8-11 comprising a connecting structure (55, 55') connectable to said hull (20), said connecting structure (55, 55') carrying at least one flotation body (60, 60', 60", 60"') and being configured to allow for said variable positioning by transverse movement of said flotation body (60, 60', 60", 60"') between port and starboard of said boat.
  • the system of item 12 or 13, comprising a mechanism (M) for generating said movement and for holding said flotation body (60, 60', 60", 60"') in a given position relative to said hull (20), as determined by said controller (C).
  • the system of item 14 comprising a sensor (S) communicating with said controller (C) and for sensing one or more of the following parameters: angle of heeling of said hull (20), vertical acceleration of said hull (20), wind strength, wind direction, said controller (C) being configured to deliver con- trol signals to said mechanism (M) for said positioning, in accordance with said one or more parameters, by moving at least one of said flotation bodies (60, 60, 60", 60"') windward when said hull (20) heels in said windward direction.
  • a sensor (S) communicating with said controller (C) and for sensing one or more of the following parameters: angle of heeling of said hull (20), vertical acceleration of said hull (20), wind strength, wind direction, said controller (C) being configured to deliver con- trol signals to said mechanism (M) for said positioning, in accordance with said one or more parameters, by moving at least one of said flotation bodies (60, 60, 60", 60"') windward when said hull (20) heels in said windward direction.
  • mechanism (M) comprises an electric motor configured for actively positioning the flotation body relative to the hull in response to input from the sensor, and an electronic storage device, such as a battery.
  • the electric motor is also operable as a generator to generate electrical power when the flotation body moves away from a vertical position
  • the controller further comprises a power converter and is configured for controlling a direction of electrical current between the storage device and motor.
  • the system further comprises a hydro-generator for generating electrical power from a flow of water around the boat, the hydro-generator being located on the hull and/or flotation body.
  • the capsize prevention mechanism is operable for providing additional righting moment to the heeling side of the boat in situations of extreme heel.
  • capsize prevention mecha- nism comprises an emergency hinge on the connecting structure in a position distal to both the hull and the flotation body, the emergency hinge being operable to force the flotation body further to the leeward side of the boat.
  • capsize prevention mechanism comprises an inflatable body mounted on either side of the hull and selectively deployable on the heeling side.
  • capsize prevention mechanism comprises one or more flexible attachments members connecting the hull and the flotation body, the flotation body further being detachably mounted onto the connecting structure to allow for an emergency separation of the flotation body and connecting structure.
  • the boat according to item 30 being a sail boat (10) having a sail- supporting mast (40).
  • FIG. 1 is an end view of a first embodiment of the boat of the invention, in a non- sailing mode, or when slow-sailing in protected waters, such as in a harbor,
  • Fig. 2a is an end view of the embodiment of fig. 1, in a sailing mode
  • Fig. 2b is a side view of the embodiment of fig. 1, in the sailing mode,
  • Fig. 3 is an end view of an embodiment of the boat of the invention in a shallow- draft non-sailing mode
  • Fig. 4a, 4b, and 4c illustrates an energy recovery sub-system of embodiments of the invention, and its operation
  • Fig. 5 illustrates a boat according to an embodiment of the invention, comprising an electrical hydrogenerator / motor
  • Fig. 6a and 6b illustrates operation of a capsize-prevention mechanism when averting and recovering from a sub-critical situation
  • Fig. 7, 8, and 9 illustrates operation of a capsize-prevention mechanism when averting and recovering from a critical situation
  • Fig. 10a, 10b illustrates operation of a sublementary capsize-prevention mechanism
  • Fig. 11 illustrates an embodiment of the inventive system for adjusting the buoyancy of the flotation body
  • Fig. 12a and 12b illustrates a connecting structure comprising an extension mechanism in form of a telescopic arrangement, for varying a draft of the boat and/or the righting moment
  • Fig. 13 is an end view of a second embodiment of the invention, in a sailing mode
  • Fig. 14 an end view of a third embodiment of the invention, in a sailing mode
  • Fig. 15a is a side view of the first embodiment of the invention, in a sailing mode in cross-wind,
  • Fig. 15b is a side view of another embodiment of the invention, in a sailing mode in cross-wind,
  • Fig. 15c is a side view of yet another embodiment of the invention, in a sailing mode in cross-wind,
  • Fig. 16 shows an alternative embodiment similar in principle to the first embodiment of fig . 2a
  • Fig. 17 shows highly schematically a mechanism for moving the floating bodies
  • Fig. 18a and 18b show alternative configurations of the boat's hull
  • Fig. 19 shows an embodiment allowing for variations of the upthrust along the length of the flotation body
  • Figs. 20a-20c show different configurations of the flotation bodies
  • Fig. 20d shows a variation with a movable mass inside a flotation body.
  • Fig. 1 shows schematically an end view of a first embodiment of a boat 10 according to the invention, floating in a body of water 1.
  • the boat 10 has a hull 20 with a bottom 25 and a deck 22.
  • a mast 40 configured to carry a sail (not shown) extends upwardly from the deck 22.
  • the boat 10 is in a non-sailing mode in a fairly calm body of water.
  • Attached to the hull 20 is an elongated body 60 extending along the length of the boat 10 below the bottom 25 and a longitudinal line of symmetry of the boat 10.
  • a connecting structure in the form of an arm 55 connects the body 60 to the hull 20 at pivot point 50.
  • the body 60 is hollow and is filled with water such that stability of the boat 10 is by the hull 20 being submerged into the water 1 to a relatively high degree.
  • a sensor S preferably on-board, communicates with a controller C and may, inter alia, detect one or more of the following parameters: angle of heeling of the hull 20, vertical acceleration of the hull 20, wind strength and wind direction, roll and/or pitch angular acceleration, and/or angular velocity.
  • Fig. 2a shows schematically the boat 10 in a sailing mode and with sail 42; propulsion may be by the boat's engine or by wind; in the shown configuration there is little cross-wind such that the boat does not lean to port or starboard.
  • water has been discharged from the aforementioned hollow body 60, such as by suitable pumps incorporated into the flotation body 60, to provide for an upthrust by the body 60 being filled with air or any fluid having a specific gravity less than that of the water in which the boat is sailing.
  • the body 60 acts as a flotation body 60 lifting part of the hull 20 out of the body of water to reduce draft and, hence, the wet surface of the hull 20.
  • all water has been discharged from the body 60, such as by a suita- ble pump; however, depending on the situation at hand some water may remain in the body 60.
  • Fig. 2b shows the boat of fig. 2a seen from the side in the same configuration with water discharged from the body 60.
  • the body 60 is shaped to reduce resistance to movement in the water and may be provided with a rudder 62 for steering the boat 10, as well as with fins 64, such as stabilizing fins.
  • the body 60 may also include an engine for propulsion of the boat 10 and coupled with a propeller (not shown) mounted to the body 60. Operation of the fins 64 will not be discussed here; however, the fins 64 may be used for similar purposes and used in the same manner as described in US patent 6 789 490.
  • the boat or ship When the boat or ship approaches shallow waters, for instance in harbors or near the coast-line, the boat or ship is normally operated in non-sailing mode, because no heeling moment is to be expected from the rig. In this case, it is often advantageous to reduce the draft of the boat, as illustrated in fig. 3. This is achieved by swinging the keel into an off-center parking position. By controlled flooding of the flotation body a situation can be reached, where the buoyancy of the keel exactly compensates the under-water weight displacement of the keel construction and thereby results in a boat that is leveled along its roll axis while having a minimum draft. For partial filling of the keel with water, the valves on the flotation body are opened as illustrated in fig. 11.
  • Roll angle sensors connected to an automated control device control the amount of water needed in the flotation body for equalization of the righting moment of the airkeel. This will lead to a situation, where the boat is leveled along its roll axis even though the airkeel is canted.
  • the hollow of the flotation body may be configure with anti-slushing arrangements.
  • Fig. 4 shows how the buoyancy of the flotation body may be used to partially recover energy used in dynamic heel compensation. This is achieved by automatically reversing the drive mechanism, when the flotation body is moved from its center position to an off-center position, fig. 4a.
  • the buoyancy of the flotation body induces a moment on the swinging mechanism, which is opposite to the case when the keel is moved towards the center plane of the boat.
  • a motor/generator unit that drives the keel switches automatically into generator mode such that energy flows back into the energy storage device, when the airkeel swings to an off- center position.
  • the energy is stored in batteries, banks of (super-)capacitors or similar, which are mounted to the inside of the hull, the fin and/or the flotation body. The energy flows back and powers the drive system of the aforementioned storage devices, when the keel moves to the opposite direction by switching the motor/generator unit into motor mode, fig. 4b.
  • Fig. 4c illustrates how the flow of energy is controlled by using a control unit comprising an electronic control unit and a power converter, e.g. made from semiconductor components, which control the flow of the electrical current.
  • the control unit controls the direction of the electrical current between the storage devices and the motor/generator unit.
  • Fig. 5 illustrates an additional source of energy for the keel actuation mechanism, in which the boat and/or the flotation body is fitted with a propeller driven mechanism comprising a propeller, a shaft, a motor/generator (m/g) and a control unit similarly to the one described in above.
  • a propeller driven mechanism comprising a propeller, a shaft, a motor/generator (m/g) and a control unit similarly to the one described in above.
  • the propeller mechanism When the boat/ship moves through the water, the propeller mechanism is operated in a generator mode and batteries are charged.
  • the controller is manually or automatically reversed into motor mode and the propeller is used to provide thrust and hence propels the boat through the water.
  • Figs. 6, 7, 8, 9, and 10 illustrates capsize-prevention mechanisms to improve the safety of the sailors or yachtsmen aboard the boat.
  • These capsize-prevention 5 mechanisms are arranged to allow for sudden elongation, translation and sideways hinging of the fin and the flotation device in order to rapidly increase the stability range at extreme heels.
  • a release mechanism for releasing the flotation body from the connecting structure may either be passively driven by the buoyancy of the flota- 10 tion body, or may comprise active emergency disengagement devices that may be actively actuated e.g. by springs, pressurized or explosive devices, or electric or pneumatic actuation.
  • the mechanism may react the same or differently in either of the below described cases, of a sub-critical stage and critical stage, respectively-
  • Fig. 6 illustratates a system and method for recovering from a sub-critical situation.
  • This stage concerns a capsize prevention mechanism for a vessel in a situation where the heel angle increases towards a critical angle, beyond the stability that normally is provided by the flotation body in combination with the form stability of the hull.
  • a center axis of the flotation body lies in the sub-critical stage.
  • the flotation body's center axis is on the heeling side to a vertical plane through the roll axis
  • the flotation body is partly detached from the mechanical connecting structure which normally is the end of the fin that points 25 away from the center of gravity of the boat.
  • the flotation is now attached to the boat only by flexible members, such as ropes, wires, tapes, belts, or chains with lockable links. These flexible members are allowed to deploy by rolling out.
  • the roll-out mechanism is preferably equipped with a brake, a lock and/or a tensioning mechanism that is activated when the flotation body has reached a position on the heeling side where it rapidly induces a righting moment that is sufficient to re-gain stability.
  • control unit II 70 that controls the roll-out of flexible members ensure that the flotation body finds a position that stabilizes the boat against further heel. This situation may for instance be reached, when the floatation body is positioned near the freeboard of the boat, where it acts as an extension of the form stability of the hull.
  • the detachment can be achieved by springs 73, pressurized or explosive devices, or electric or pneumatic actuation. Constant friction on the members and/or sev- eral sudden blockings thereof as the floatation body seeks towards the water surface ensures that a situation with a sufficient up-righting moment of the vessel is reached.
  • the control unit II 70 controls the roll-out mechanism 71 so as to provide tension in the flexible members such that a maximum up-righting moment is achieved.
  • the keel fin may furthermore have one or more hinges 72 that may swing to the "critical" side in the critical stage. Hinging can be realized in combination with the actual actuation of the flotation body.
  • a sub-critical situation may be recovered from by only hinging the flotation body towards the critical side, as illustrated in fig. 6b.
  • Fig. 7 illustrates the capsize prevention mechanism for a vessel, after the heel angle has increased beyond the above-described sub-critical stage angle.
  • the center axis of the flotation body is on a side of the hull opposite to the heeling side.
  • the keel fin or connecting structure in this embodiment comprises one or more hinges 72 that force the flo- tation body to swing to the "critical" side i.e. towards the deck of the boat, in order to stabilize the boat by maximizing the up-righting moment in the same manner as described above in the sub-critical stage.
  • the flotation body When the most off center position towards the "critical" side is reached, the flotation body is detached as also described for fig. 6a. Immediately after the detachment, the flotation body is moved to the "critical" side such that it can float up along the freeboard of the vessel by means of a propelling mechanism 74 mounted to the flotation body, such as a controlled pressurized air jet or a jet from explosives.
  • a propelling mechanism 74 mounted to the flotation body, such as a controlled pressurized air jet or a jet from explosives.
  • Fig. 8 illustrates an alternative embodiment or supplementary measure, in which an inflatable body 81 can detach from the freeboard or the deck of a vessel.
  • the inflatable body may be actuated by pressurized or explosive devices, or electric or pneumatic, similarly to airbags in passenger cabins of land-driven vehicles.
  • Fig. 9 illustrates restoring keel and fin positions after the above-mentioned capsize prevention mechanism was activated and after stability in the normal operation mode has been restored.
  • this mechanism re-establishes the keel and fin positions for normal sailing mode conditions.
  • the connecting structure of the keel is swung to the side of the detached floatation body until it reaches its maximum off-center position.
  • the flotation body is re-attached to the fin by hauling in the above-mentioned flexible members, such as ropes, wires, belts and, tapes or chains.
  • the flotation body may be partially or fully filled with water during haul-in, as described in the non-sailing mode, until a stable situation is reached and the vessel is ready for sailing mode operation.
  • Fig. 10a and 10b illustrates a supplementary measure for quickly recovering from a potentially dangerous situation.
  • the heeling moment of the rig may be simultaneously minimized.
  • Quick release mechanisms 101 for sail sheets and/or sail hauling devices and/or sail wing con- trolling devices like e.g. winches or clamps reduce the wind pressure on the sails or the wing mast. This will support the above-mentioned measures to prevent capsizing under extreme conditions.
  • Fig. 11 illustrates a potentially fast and economic method of switching from non- sailing to sailing mode, i.e. to vent the flotation body by driving out the water through filling valves 6 in the body.
  • the valves are preferably large automatic and/or spring-loaded valves (as illustrated in the inset, reference number 8) to allow for a fast and reliable discharge of water.
  • This can be achieved by pressurizing a small-volume, high-pressure storage air tank, which may be located either in the flotation body, the connecting structure, or in the boat. Filling the storage air tank may be done when the boat is in sailing or non-sailing mode over a long period, when compared to emptying the tank.
  • the tank is here shown to be connected through pipes or hoses to the flotation body.
  • the arrangement is designed to store sufficient pressurized air to fully drive out the water in the flotation body within a much shorter time than needed to fill the high pressure storage tanks.
  • air filling of the flotation body is achieved with a large capacity pump bailing out the water from the body.
  • a controller 4 controls the amount of water that is to remain in the flotation body in order to adjust its buoyancy.
  • the controller preferably also actuates the automated valves for automated and controlled flooding of the flotation body.
  • a fast acting mechanism allows for full opening of the spring loaded valves in case a fast flooding of the flotation body is needed, here illustrated as a linear actuator 7 for opening the spring-loaded 8 valve.
  • Figs. 12a and 12b show an embodiment of the invention for further enhancing the righting moment.
  • the pressurized air tank 1, air valve 2 and control unit 3 where discussed above for fig. 11, and as they serve the same or similar tasks here they will not be further described.
  • an extension mechanism shown in the form of a telescopic arrangement enables an extension of the fin or connecting structure to which the flotation body is mounted.
  • fig. 12a shows the extension mechanism being extended, which is generally the case when sailing, while fig. 12b shows the extension mechanism being retracted.
  • This extension of the fin can be achieved with linear actuators e.g. pneumatics, electrically or hydraulics.
  • This feature can be used to gain extra righting moment, which is advantageous both for gaining extra speed and for preventing capsizing by increasing the righting moment of the vessel.
  • the retracted configuration is envisioned to be useful when sailing under sails in calm conditions and under down-wind points of sail, or when motoring, and furthermore when the boat is moored.
  • the ad- vantage is that a large righting moment may be achieved when desirable and allowed by the conditions, e.g. with a sufficient water depth, while the boat may still enter harbours, anchorages and other areas of shallower draft.
  • the telescopic feature allows the boat or ship to enter shallow waters in harbors or near the coast-line by minimizing the draft of the vessel. Shown in fig.
  • FIG. 13 is an alternative embodiment of the invention wherein the boat 10 has two elongated and parallel bodies 60', 60" mounted to depend from the bottom 25 of the hull 20 by a connecting structure comprising respective arms 55, 55'. One or more further arms 56 may be arranged to connect the two bodies 60', 60" with each other. Again, the boat 10 is in a sailing mode with the bodies 60', 60" acting a flotation bodies.
  • Fig. 14 shows a similar but alternative embodiment comprising three bodies 60', 60", 60"' acting as flotation bodies in sailing mode of the boat 10.
  • Fig. 15a shows the first embodiment of the boat 10 shown in fig. 2a and 2b, in a sailing mode and with a relatively strong cross-wind applying a heeling moment to the sail 42.
  • the arm 55 carrying the flotation body 60 has been turned or tilted about the pivot point 50 upon instructions being given by a controller C, so as to provide an increased upthrust closer to the leeward side of the boat, i.e. to the starboard side of the boat 10, thus providing an oppositely directed moment tending to return the boat 10 to the upright position shown in fig. 2a.
  • the flotation body 60 may additionally be configured to be slidable along the length of the arm 55 of fig. 5a, in a configuration similar to the telescopic connecting member shown in figs. 12a and 12b.
  • Fig. 15c shows another embodiment similar to fig. 15a but where the arm 55 is slidably connected to the hull 20 via a guideway 58 extending in the cross-wise direction of the boat 10, to allow for the increased upthrust closer to one of the sides of the boat 10.
  • the invention generally provides the possibility of reconfiguring the upthrust acting on the boat 10 as such, by actively repositioning or re- configuring one or more flotation bodies depending from the bottom of the boat 10. Obviously, when lateral forces acting on the boat are no longer there, or decrease, the flotation bodies may be moved back towards their neutral start position, such as shown in figs. 1, 13 and 14. However, another option, as described above, is to partially fill the flotation bodies so as to have neutral bouyancy, which alleviates the need to bring the flotation bodies back into the neutral position.
  • the flotation body 60 is moved laterally with respect to the hull 20; however, the same or similar effect may be achieved in case of the embodiments of figs. 13 and 14 by selectively flooding the flotation body closest to the windward side of the boat, such that a relatively higher upthrust is provided near the leeward side of the boat 10, providing thereby a correcting moment on the hull.
  • Fig. 16 shows how the flotation body 60 may be provided with a separate hollow for receiving machinery or devices relevant to the propulsion of the boat 10, such as a battery or the engine driving the aforementioned propeller, or pumps for discharging water from the flotation body 60.
  • a transverse movement inducing mechanism M may comprises hydraulic or electric assemblies 100 for tilting or displacing the connecting structure 55, 55' carrying the at least one flotation body 60, a hydrau- lie motor being connected to position the flotation body 60 through the arm 55 of the connecting structure, which is variable in effective length below the water level to vary the angular relationship of the flotation body 60 to the hull 20.
  • a watertight bearing may disposed in the hull 60 around the pivotal attachment 50 for the flotation body 60 for providing a watertight seal thereabout.
  • Fig 17 shows highly schematic the outline of such a mechanism M for tilting the connecting structure 55 about point 50.
  • Figs. 18a and 18b show alternative configurations of the bottom 25 of the boat 10, both of which are suitable for reducing the wet area of the boat 10; as seen, the bottom 25 of the boat's 10 hull 20 may be flat, or essentially flat.
  • Fig. 19 shows how variations in the upthrust along the length of the flotation body 60 may be used to vary the position of the boat's hull 20 in relation to the surface of the water, by tilting the flotation body 60 about a transverse axis.
  • Figs. 20a-20c show alternative cross-sectional shapes of the flotation bodies 60; a preferred shape may depend on the resistance to flow through the water induced by the flotation body 60.
  • Fig. 20d shows how the flotation body may have a compartment with a further stabilizing mass 160 arranged as a pendulum or otherwise movable cross-wise to the boat.
  • the hull 20 While for many applications it may be preferred to configure the hull 20 with a flat or near flat bottom 25, which may be practical where planning of the hull 20 on the surface of the water 1 is desired, if may in some cases be preferred to provide the boat with a small keel which would normally not be comparable in dimensions with a conventional keel as used for a similar boat when sailing in open waters. Such a small keel could be desired for providing high stability and damping of roll- ing in particular cases where there is a relatively long response time between a relevant signal is detected by sensor S and the mechanism M has shifted the one or more flotation bodies into a correct position.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Toys (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Wind Motors (AREA)

Abstract

La présente invention concerne, entre autres, un procédé permettant de maintenir un angle de gîte souhaité, de stabiliser et/ou de redresser un navire prenant de la gîte (10) naviguant sur une étendue d'eau (1) et présentant une coque (20) ayant un fond (25) immergé dans ladite étendue d'eau (1), ladite coque (20) présentant un ou plusieurs corps de flottaison (60, 60', 60", 60"') partant dudit fond immergé (25) et pouvant être positionnés en dessous d'une ligne de symétrie dudit bateau (10) et sur l'un ou l'autre côté de ladite ligne de symétrie, le procédé comprenant une étape consistant à déplacer la poussée résultante générée par ledit ou lesdits corps de flottaison (60, 60', 60", 60"') dans une direction sous le vent lorsque ladite coque (20) gîte dans ladite direction sous le vent, et à déplacer activement la poussée résultante autour d'une position d'équilibre pour maintenir sensiblement un angle de gîte souhaité de la coque.
PCT/DK2015/050034 2014-02-17 2015-02-17 Procédé et système de compensation de gîte de bateau, et bateau pourvu dudit système Ceased WO2015120862A1 (fr)

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DKPA201470079 2014-02-17
DKPA201470079A DK178218B1 (en) 2014-02-17 2014-02-17 A method of operating a boat

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WO2015120862A1 true WO2015120862A1 (fr) 2015-08-20

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CN105882911A (zh) * 2016-04-29 2016-08-24 河南丹江大观苑旅游有限公司 一种景区游览船抗摇摆装置及抗摇摆方法
CN105947137A (zh) * 2016-05-18 2016-09-21 南阳理工学院 一种计算机控制船舶稳定航行的装置及方法
CN105947141A (zh) * 2016-05-18 2016-09-21 南阳理工学院 用于船舶抗颠簸摆动的计算机控制系统及方法
ITUA20162002A1 (it) * 2016-03-24 2017-09-24 Curto Roberto Ditta Individuale Bulbo motorizzato per deriva, preferibilmente per deriva basculante
ITUA20162003A1 (it) * 2016-03-24 2017-09-24 Curto Roberto Ditta Individuale Metodo di controllo per un modulo di deriva basculante e modulo di deriva basculante
CN111216847A (zh) * 2020-01-31 2020-06-02 邓新华 一种用于海洋监测的定位浮标
CN113217262A (zh) * 2021-05-24 2021-08-06 黄宗昕 一种基于波浪能的海洋移动观测平台驱动机构
EP3984878A1 (fr) * 2020-10-19 2022-04-20 Dacoma ApS Système permettant de maintenir un angle de roulis prédéterminé d'un navire

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CN109421900B (zh) * 2017-08-30 2020-11-24 武汉理工大学 一种解决无人船航行中倾覆问题的控制方法及系统
EP4269228A1 (fr) * 2022-04-25 2023-11-01 Dacoma ApS Systéme de stabilisation

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GB2003102A (en) * 1977-08-29 1979-03-07 Barber A A stabilizing device for a multi- hull boat
GB2184401A (en) * 1985-12-06 1987-06-24 Seabass Holdings Limited Buoyancy and stability apparatus
FR2658477A1 (fr) * 1990-02-20 1991-08-23 Merville Pierre Quille de bateau escamotable.
WO1997040999A1 (fr) * 1996-04-29 1997-11-06 Solomon Technologies Procede et equipement pour propulser un navire
FR2789361A1 (fr) * 1999-02-10 2000-08-11 Jean Mercadier Quille mobile pour voiliers monocoques
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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITUA20162002A1 (it) * 2016-03-24 2017-09-24 Curto Roberto Ditta Individuale Bulbo motorizzato per deriva, preferibilmente per deriva basculante
ITUA20162003A1 (it) * 2016-03-24 2017-09-24 Curto Roberto Ditta Individuale Metodo di controllo per un modulo di deriva basculante e modulo di deriva basculante
CN105882911A (zh) * 2016-04-29 2016-08-24 河南丹江大观苑旅游有限公司 一种景区游览船抗摇摆装置及抗摇摆方法
CN105947137A (zh) * 2016-05-18 2016-09-21 南阳理工学院 一种计算机控制船舶稳定航行的装置及方法
CN105947141A (zh) * 2016-05-18 2016-09-21 南阳理工学院 用于船舶抗颠簸摆动的计算机控制系统及方法
CN107745789A (zh) * 2016-05-18 2018-03-02 南阳理工学院 一种计算机控制船体航行稳定密封效果好的系统及方法
CN111216847A (zh) * 2020-01-31 2020-06-02 邓新华 一种用于海洋监测的定位浮标
CN111216847B (zh) * 2020-01-31 2021-01-12 邓新华 一种用于海洋监测的定位浮标
EP3984878A1 (fr) * 2020-10-19 2022-04-20 Dacoma ApS Système permettant de maintenir un angle de roulis prédéterminé d'un navire
WO2022084231A1 (fr) * 2020-10-19 2022-04-28 Dacoma Aps Système pour maintenir un angle de roulis prédéterminé d'un navire marin
CN113217262A (zh) * 2021-05-24 2021-08-06 黄宗昕 一种基于波浪能的海洋移动观测平台驱动机构
CN113217262B (zh) * 2021-05-24 2022-10-28 浙江舟山海洋输电研究院有限公司 一种基于波浪能的海洋移动观测平台驱动机构

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