CA3211154A1

CA3211154A1 - Vessel oscillation damper system

Info

Publication number: CA3211154A1
Application number: CA3211154A
Authority: CA
Inventors: Sotirios FILIPPOU
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-03-17
Filing date: 2022-03-01
Publication date: 2022-09-22
Also published as: EP4308447A1; WO2022195302A1; CN116888042A; JP2024510639A; KR20230156309A; WO2022195302A8; MX2023010911A; GR20210100165A; US20240182142A1; IL305413A; AU2022237962A1

Abstract

Vessel oscillation damper system, comprising one or more pairs of fin assemblies (20), placed in the transom of the vessel (60) symmetrically in relation to the transverse axis (x) passing through the middle of the transom of the vessel, in which the fin assembly (20) consists of multiple successive individual fins (21) arranged in the vertical direction, each of which has a type II cross-section, consisting of one base and two intersecting sides, where the sides of the upper fin are tangential to the sides of the immediately lower fin, forming successive closed ducts through which water passes and the fm assemblies (20), rotate clockwise above the water level and counterclockwise, by their articulated connection (22) to the vessel, simultaneously or independently from each other and at the same time opposite and parallel, resulting in immediate damping of pitching and rolling, simultaneously or individually and preventing the capsizing of the vessel and inflow of water.

Description

2 Description VESSEL OSCILLATION DAMPER SYSTEM
The present invention is related to the technical field of stabilization of a water vessel, against the oscillations it undergoes due to ripples, wind and/ or its load.
A significant problem that occurs in a water vessel of any size, is the oscillations it undergoes. These oscillations can be unpleasant for passengers and crew causing nausea or fatigue, but could also become dangerous, causing loss or destruction of cargo, and even capsizing the vessel itself, endangering the safety of the passengers and crew.
Pitching is the longitudinal oscillation of a vessel, while rolling is the oscillation that takes place along the vertical axis of the vessel.
Many vessels are currently equipped with oscillation dampers, especially cargo vessels built for carrying containers, to prevent these containers from moving due to stormy waters, causing accidents that may endanger the vessel.
There are two kinds of vessel/ship stabilization: passive and active.
Passive.
A method of passive stabilization that is mainly used in large vessels (merchant vessels, cruise vessels), is the flooding with water of certain compartments of the vessel. Their operation is based on the principle of Communicating vessels.
A second method of passive stabilization in terms of rolling is the fixed fins installed on the sides of the hull of the vessel. The disadvantage of fixed fins is that they reduce vessel's speed and increase fuel consumption, even in calm waters where there are no oscillations. In addition, as they permanently protrude from the body of the vessel there is a high probability of causing damage.
Active A method of active stabilization consists in the displacement of a liquid mass through a piston. The disadvantage of this method is the difficulty in operating as the liquid mass has to be moved at exactly the right time.
Another method of active stabilization is the flooding with water of the vessel's tanks through a system of pumps controlled by a gyroscopic stabilization system. The disadvantage of this method is the slow response because of the delays due to the pumping of water from one side to the other.
A third method of active stabilization is by fins installed on the sides of the hull of the vessel, which are hauled and housed in recesses in the hull when their use is not required.
This does not create water resistance when the sea is calm and therefore does not reduce the speed of the vessel nor consume additional fuel and the fins are protected in recesses when they are not used.

The disadvantages of this method are that it provides stabilization only in terms of rolling, it is extremely costly, the placement of the fins is difficult and requires specialized skills, as large holes are created in the hull of the vessel to create the compartments where the fins are stored, which must be sealed very carefully.
Also, these compartments occupy valuable space in the hull of the vessel. Moreover, these fins can only function when the vessel is in motion.
Regarding the maintenance of stability of a stationary vessel within a water system, as most waterborne vessels expose large surfaces along the longitudinal axis, they make the vessel sensitive to the effects of forces such as currents and wind. Such forces can cause the vessel to deviate either from the desired fixed position or from the desired course.
This creates the need for constant vigilance and numerous adjustments to maintain the desired position and/or course.
There is currently an active stabilizer that provides stability to a vessel at a standstill. It is the most widespread stabilizer system that uses a pair of fins mounted externally on the sides of the hull, below the water level, which may or may not be hauled and rotate around their axis in order to achieve the desired stability of a vessel which may be stationary or in motion. This stabilizer shall, however, only dampen rolling and not pitching.
Another type of active pitching stabilizer is power trims. They are one of the main speedboat controls. They offer optimal exploitation of planing and speed, fuel economy, avoiding engine strain and smooth cruising. They are mounted on the engine;
they operate only when the vessel is in motion, needing experience to be handled properly and have a slow response.
Another active stabilizer is the Trim tabs which are also one of the basic controls of a speedboat and their purpose is to dampen rolling. It can be combined with power trims on vessels with outboard motors or stand alone in vessels with inboard motors.
These are pairs of fins which are mounted on the transom of a vessel. They are electrical and hydraulic. They operate efficiently at speeds of more than 15 -17 knots and only then they have a positive impact on fuel consumption. They are difficult to operate.
Automatic Trim tabs are also available. Operated from a screen or control panel in the panel board of the vessel, adjusted at the optimal compensation of the vessel and while cruising, using gyroscopic sensors, the system changes the setting of the compensating fin to keep the vessel in the predetermined position, but not in each separate ripple.
Another type of active stabilizer is the gyroscopic stabilizer. It uses gyroscopic torque to dampen the rolling of a vessel. Its disadvantages are its high cost of purchase and maintenance, its high energy consumption, it requires a lot of space on the vessel, as it is placed inside the hull, and it operates only instantaneously as long as inertia allows the gyroscope to assist the vessel. There is also a delay at startup of 15 to 20 minutes.

3 Therefore, no stabilizer offers damping of the oscillations of the vessel both against its longitudinal axis and against its vertical axis.
Also, none of the existing stabilization systems correct the inclination of the vessel against pitching, during intense ripples, in each separate ripple.
None of the existing stabilization systems prevents the vessel from capsizing towards both its axes, vertical and longitudinal.
No stabilizer so far has an immediate deceleration function.
No existing stabilization system offers at the same time, efficiency, low purchase cost, simple design, small total volume, fuel economy, easy installation on all kinds of vessels, from the largest to the smallest, without reservation of space inside the hull, without creating additional large holes in the hull, easy assembly ¨ disassembly, adaptability and personalization depending on the needs of each vessel, immediate start up, with automatic or manual operation selection, either at a stationary or a cruising vessel.
The present invention combines all the above characteristics of the existing stabilizers and provides additional functions that could not be achieved until today.
This is achieved through Fin assemblies, which are placed in pairs in the transom of the vessel, symmetrically in relation to the vertical axis passing through the middle of the transom of the vessel, in place of flaps or more broadly, each consisting of multiple successive individual fins arranged in the vertical direction, each of which has a IT-type cross-section, consisting of a base and two intersecting sides, where the sides of the upper fin are tangential to the sides of the immediately lower fin, forming successive closed conduits through which water passes, and the movement of the fin assemblies, through a drive system, controlled by an electronic controller consisting of gyroscope, accelerometer, GPS and position sensor of the fin assemblies, rotating clockwise above the water level and counterclockwise, from their articulated connection to the vessel at at least two points with the transom of the vessel, as to their zero plane, which is fully parallel to the level of the bottom of the hull on which they are installed, parallel or independently of each other, and simultaneously opposite and parallel.
This rotation affects the movement of the water that passes through the fin assemblies, whether the vessel is in motion or stationary and depending on the direction of rotation and their parallel or independent rotation, the inclination of the vessel, in relation to the longitudinal and/or vertical axis, is reduced to zero, and capsizing is prevented. In particular, when the fin assemblies rotate in parallel, they dampen pitching, either by rotating counterclockwise, thus lifting the stern and lowering the bow, or by rotating clockwise, thus lowering the stem and lifting the bow, while by rotating independently they correct the rolling.
If the vessel is in motion and the fin assemblies have been locked in a different inclination from each other and at the same time rotate in parallel clockwise or counterclockwise, they reset the inclination of the vessel towards both of its axes, at the same time.

4 The operation of the invention can be done manually, by the operator pressing the corresponding knobs, up to rotate clockwise the desired fin assemblies and down to rotate counterclockwise the desired fin assemblies, or automatically by sensors input and operator's settings, the appropriate fin assemblies are automatically rotated in a way to bring the desired result.
When the vessel is stationary, its inclination to its vertical axis is nullified, either automatically through the gyroscope or manually by pressing the corresponding knobs up and down. When the vessel is in motion, the inclination of the vessel is nullified, both in relation to its vertical axis and its longitudinal axis either simultaneously or individually at the operator's behest, either through manual operation by pressing the corresponding knobs up and down, or by defining a programmed slope diagram of the vessel in terms of pitching depending to its speed and the automated setting, by aligning the vessel with regard to pitching, at an inclination defined by the operator, maintaining this inclination continuously, or by activating the setting in which the device selects, and continuously corrects in terms of optimal inclination, depending on the speed of the vessel and its impact on the water through the GPS sensor and the impact sensor system, and as regards the rolling by rotating counterclockwise or clockwise and independently of each of the fin assemblies.
Specifically, through a gyroscope installed in the electronic controller, when the vessel climbs to the crest of the ripple, it detects its intense inclination and instructs the fin assemblies to rotate counterclockwise, resulting in them lowering the bow and the vessel crossing the ripple instead of climbing to its crest, whereas following the vessel on the descent of the ripple, instructs the fin assemblies to rotate clockwise, so that the bow rises and does not fall abruptly into the trough of the ripple but resets the degrees of the vessel in relation to the horizon or the inclination set by the operator. In this way, in addition to achieving the stabilization of the vessel, the inflow of water from the bow is prevented, especially in open type vessels and the capsizing of the vessel.
When the vessel receives intense forces from the bow or from the stern, the gyroscope detects its intense inclination towards its longitudinal axis and through the drive system of the fin assemblies, the fin assemblies rotate counterclockwise to lower the bow or clockwise to bring down the stern, zeroing the inclination.
Similarly, in the event that the vessel is subjected to strong lateral ripples, winds or lateral displacement of cargo, the gyroscope detects its intense inclination towards its vertical axis and, in order to nullify it, the fin assemblies on the same side of the vessel receiving the ripples or other lateral forces, in relation to its vertical axis, rotate through the drive system, clockwise while at the same time the fin assemblies that are opposite to the side of the vessel that receives the lateral forces, rotate counterclockwise, resisting the forces and restoring the vessel to zero inclination.

When the craft receives both intense lateral forces and forces along its longitudinal axis , the gyroscope detects its inclination both in relation to the vertical axis and in relation to

5 the longitudinal axis, and through the drive system of the assemblies of the fins, the fin assemblies which are opposite to the side of the vessel receiving the lateral forces rotate counterclockwise, in relation to the vertical axis of the vessel and the fin assemblies located on the same side of the vessel receiving the lateral forces rotate clockwise, in order to eliminate the inclination towards its vertical axis, while at the same time the fin assemblies rotate in parallel counterclockwise or clockwise in order to eliminate the inclination of the longitudinal axis.
In one version of the invention an impact sensor is installed on the electronic controller that receives a load and consumption data feed from the engine of the vessel, monitoring if there is increased fuel consumption, and a speed and direction data feed from the GPS
(38), of the vessel, monitoring for speed and constant changes in the direction of movement, which in turn gives a signal to the electronic controller(35), to rotate the fin assemblies (20) in such a way as to adjust, in the automatic selection, the inclination of the vessel in terms of pitching, achieving the optimal inclination, by weighing between the maximum speed for a lower fuel consumption and the minimum impact in the water for passengers' safety and comfort, by operator option.
In the setting for the minimum impact of the vessel in the water, rotation (direction, degrees) of the fin assemblies is dictated, constantly maintaining the optimum inclination of the vessel, in each separate ripple and specifically when the vessel begins to rise towards the crest of a wave, by rotating counterclockwise the fin assemblies resulting in resistance to the water passing through them, thus lifting the stern and lowering the bow to cross the wave and when it begins to descend to the trough of the wave, by rotating clockwise the fin assemblies causing resistance to the water passing through them to the opposite direction, thus lowering the stem and lifting the bow, while in the setting for maximum speed yield, this operation is disabled.
The drive system of the fin assemblies consists of an oil pump and hydraulic piston cylinders or servo motors or hybrid servo motors or a different type drive system.
The electronic controller offers additional functions, such as starting the rotation of fin assemblies at predeteunined degrees of inclination of the vessel, in determining the maximum inclination of the fin assemblies depending on the speed of the vessel, determining the response time to the tilt rotation of the fin assemblies, etc..
The placement of more individual fins in each fin assembly gives better control over the adjustment of the vessel's degrees, due to their greater resistance to water.
Their number varies depending on the desired resistance.
The length, width, thickness, shape and material of construction of individual fins varies depending on the size and type of the vessel they are installed.
The connection type among the individual fins is also differentiated.

6 There is a setting in which the operator can choose, for a vessel turn, to keep his inclination zero in relation to its vertical axis throughout the turn, for stability, safety and a pleasant ride to the passengers, or has the option of making the turn with as short a radius as possible, for its fastest completion, by means of a special sensor, or alternatively to select the automatic setting, in which, through special sensors on the steering, and depending on its movements, the system responds accordingly by adjusting the turning radius.
In order to achieve a quick turn with a small radius, the fin assemblies on the opposite side of the turning direction, in relation to the vertical axis of the vessel, rotate counterclockwise and at the same time the fin assemblies that are on the same side with the turning direction rotate clockwise. To achieve a turn with zero rolling and a large radius, during which the inclination of the vessel in relation to its vertical axis is maintained to zero, the fin assemblies on the opposite side of the turning direction, in relation to the vertical axis of the vessel, rotate clockwise and at the same time the fin assemblies that are on the same side with the turning direction rotate counterclockwise.
In the invention a position sensor system of the fin assemblies is installed, which at predetermined intervals, when the fin assemblies pass through their zero level, their point of nullification is corrected. The fin assembly that reaches the zero level first, waits for the other fin assembly(s) to come to the zero level and if the correction time between the fin assemblies exceeds the predetermined limit, the operator is notified by means of the control screen that there is a problem with the drive system or systems, the steering system of the fin assemblies, which drive the rotation of the fin assemblies, and that they need to be replaced or repaired and safe mode is automatically activated.
The safe mode is automatically activated in case of malfunction of the invention, which can cause a sudden movement of the vessel.
There is a flap withdrawal function, which is activated through a knob by the operator, only if confiitned by a sensor that the vessel is not in motion, which is used in case of lifting / launching / staying ashore, during repair or maintenance or cleaning or when not in use, during which the fin assemblies are retracted, rotated clockwise and stopped in such a position that they are as close as possible to the transom of the vessel, so as to project the least possible resistance to water, so as not to reduce the speed of the vessel and consume unnecessary fuel, to achieve the maximum top speed and to not be exposed to blows and damage, marine pollution and others.
There is an option of manual or automatic operation or programming of the inclination of the vessel depending on its speed.
There is an option to operate the invention to correct the inclination of the vessel only in relation to its longitudinal axis or only in relation to its vertical axis or in relation to both axes.

7 The fin assembly has an attached flap gate which moves freely following the movement of the water. When the vessel is stationary, the flap gate rests on the individual fins, trapping the water that is in them, so that during the damping of the partition there is greater resistance to water and therefore immediate results. When the vessel is in motion the flap gate is lifted as it is carried away by the movement and momentum of the water and allows it to pass through the fins without affecting the flow. As a result, a smaller number of individual fins are required.
The distance between the individual fins is fixed or variable. In one version of the invention there is a device for connecting the individual fins of the fin assemblies, from which a change in the distance between them is obtained, depending on the desired resistance to water.
In one case of such a device, the individual fins are articulated to each other by means of beams. One of the beams is articulated to a drive system, by means of a bar, which, with the movement of the drive system, rotates clockwise and counterclockwise from a fixed point of connection to the individual fin connected to the vessel.
When the drive system is expanded, the bar rotates counterclockwise from its fixed point of connection, also dragging the individual fins through their articulated connection, thus reducing the distance between them, and the individual fins converge until contact, during the complete expansion of the drive system, resulting in zero water resistance, thus increasing speed and reducing fuel consumption. By withdrawing the drive system, the bar rotates clockwise from its fixed point of connection, dragging the individual fins through their articulated connection, thus increasing the distance between them to the greatest during the complete withdrawal of the drive device, resulting in greater water resistance and therefore more stability of the vessel.
In case of lack of space in the transom of the vessel due to outboard engines, catwalk, etc., the fin assemblies are connected to a plate, which is attached to a rail track installed in the transom of the vessel and a drive system during its extension, moves the plate with the fin assemblies outside the hull to the right and left of the vessel, in order to achieve the free rotation of the fin assemblies, while when the invention is off, the drive system during its withdrawal, restores the fin assemblies to their original position in the transom of the vessel, for protection from damage.
There is a safety device installed in the invention, which if object, manor other obstacle is detected through sensors mounted on the fin assemblies, in their scanning area around the radius of rotation of fin assemblies, it instantly stops any rotation of them.
There is also an additional emergency stop safety device installed in the invention, in which if and whenever the operator wants to stop the vessel instantaneously, by pressing the emergency stop button, all the fin assemblies rotate instantly counterclockwise, dropping the bow, halting the speed of the vessel with great force.
This is an important advantage, especially for vessels that develop high speeds and have difficulty slowing down.

8 The motion transmission device of the drive system of the fin assemblies has folding covers installed from polymer or other material to protect its moving parts from marine 5 pollution (eg oysters).
There is a function for cleaning the motion transmission device of the drive system of the fin assemblies, during which, at predetermined intervals, even when the invention is not in operation, a full path of the moving part of each drive device is carried out, with full expansion and complete withdrawal, in order not to allow sea organisms to adhere to it 10 and prolong its service life and effectiveness.
The consisting parts of the invention communicate with each other with a wiring system and in case of lack of space for new wiring, wireless networking via Wi-Fi, Bluetooth or a similar system is used alternatively.
it is possible to remotely operate or solve a technical problem of the invention through an 15 application from a mobile or tablet or computer.
For the installation of the invention to the vessel and the connection between its consisting parts, the existing wiring of the vessel is used alternatively, when there is a lack of space.
The low energy consumption of the invention is due to the fact that while the vessel 20 rests, when it is not necessary to reset the inclination of the vessel, the oil pump is idle, operating at very low revs or suspending its operation, with zero revs without pressure, when for a period of time specified by the operator there are no ripples. When a small rotation of the fin assemblies is required for correction of a small inclination of the vessel, the speed of the oil pump is reduced so that it operates with a lower oil flow and 25 therefore, lower operating pressures and less oil flow resistance.
In case of intense ripples, the speed of the oil pump is increased through an inverter and the electronic controller instructs the electro valve to open so that through the pressure in the drive system the fins rotate more and faster, so that the inclination of the vessel is reduced to zero. When the action is completed, the electro valve closes and the oil pump 30 comes back into inertia.
By closing the electro valve at the appropriate point, when the vessel is on course, the fin assemblies continue to push the vessel towards the direction required, producing the desired result, i.e. the required inclination of the vessel, operating cumulatively in relation to time.
35 A key advantage of the present invention is that it combines the functions of two different stabilizing systems of a vessel, in one, the stabilizer and the flaps or trim tabs, while at the same time damping the pitch and the roll, providing in addition the function of pitch damping while the vessel is in motion, which, to date, is not provided by any stabilization system.
40 The result of this operation is not only the damping of oscillations of the vessel but also the prevention of its capsizing in case of severe weather phenomena or displacement of its load.

9 The existing flaps correct the inclination of the vessel only when they rotate counterclockwise by lowering the bow and lifting the stern. The fin assemblies of this invention, in addition correct the inclination of the vessel also when rotating clockwise, pushing the stem down and lifting the bow.
The invention provides the user with an option between utilizing the maximum speed of the vessel while saving fuel and passenger comfort.
An important advantage is the place the invention is installed because it is located outside the vessel and at the transom of it, without creating a problem of mooring the vessel in port or next to another vessel, as other stabilizers do. Moreover, even if the fin assemblies hit land or another object, they will not cause water to enter the vessel. The installation in the transom of the vessel, which by its construction is sturdy, withstands the developing forces, unlike other stabilization systems placed in other positions and require hull strengthening.
Another advantage of the present invention is the extreme ease of installation either in a new vessel or in an old one, by removing the existing flaps system and placing it in the same position without the need for additional work, holes, and seals and without requiring additional space.
Easy disconnection and connection of individual fins, even when in the water, to be cleaned, maintained, or replaced, while the existing stabilization systems require lifting of the vessel.
The invention can be mounted and its functions fully exploited even in low-speed vessels (displacement or semi-displacement) which is not possible for other similar systems.
Another advantage of the present invention is the immediate start up in contrast to the gyroscopic stabilizers that require a delay of 15 to 20 minutes before stabilizing the vessel.
A main advantage that is a safety device of the invention, is that when sudden motion of the vessel occurs due to malfunction of the invention, its safety operation is automatically activated to avoid an accident.
Another advantage of the invention is its low total mass, especially compared to gyroscopic stabilizers, which require the existence of an extremely large load in rotation in order to take advantage of its gyroscopic inertia.
In addition, an advantage of the invention is low power consumption especially in relation to gyroscopic stabilizers, which require continuous energy consumption for permanent rotation in thousands of revolutions of the moving mass as well as the operation of the vacuum pump required.
Another key advantage is the economy in fuel consumption of the vessel. The invention consists of an extremely simple system, with few mechanical parts, which has low problem occurrence and easily repaired, requiring no particularly specialized skills.

An advantage of the invention is also that due to its small volume and simplicity in its design and installation, in addition to making it extremely economical, it can be placed 5 even in the smallest vessels, which due to lack of space could not install another stabilizer.
It also offers customization and adaptation, depending on the type and size of the mounting vessel as well as depending on the desired level of stability control.
When cargo shift occurs on board the vessel, or in the case of forces from lateral winds, a

10 permanent pressure of the fin assembly in one direction is required in order to balance the vessel. This is possible with the present invention while other stabilizers, such as gyroscopic, can only momentarily correct the inclination of the vessel and not apply permanent pressure. Until now in manual or automatic flaps the operator or the automatic system when lowering one of the two flaps to correct the walling, due to the unilateral resistance created by the flaps which descend under the surface of the hull to create a push upwards to the side of the vessel that was required, at the same time, a torque of the whole vessel was created, thus giving the vessel a tendency to turn towards the side that the flaps descend. That is to say, if we wanted to dampen the track, to rotate the vessel clockwise then the left flaps were required to come down and the vessel turned left. Then the operator had to turn the steering wheel clockwise to keep the course of the vessel in a straight and counterclockwise in the opposite case. This, however, creates additional fuel consumption, because when the rudders are not in full alignment with the axis of the vessel, then the hydrodynamic resistance is increased, resulting in a decrease in speed. This is solved by the present invention because the torque needed by the vessel to dampen the partition is shared in both assemblies at the same time, requiring a much smaller inclination of the fin assemblies, the left is tilted counterclockwise and the right is tilted clockwise without affecting at all the course of the vessel, resulting in the rudders being fully aligned with the axis of the vessel.
For installation of the invention to the vessel the existing wiring of the vessel can be used, when there is a lack of space, without affecting the operation of other systems.

11 The invention is described below with reference to the attached drawings, in which:
Figure 1 presents a view of the invention, installed on a vessel.
Figure 2 shows the electronic controller.
10 Figure 3 shows a drive system with servo motors.
Figure 4 shows a drive system with hybrid servo motors.
In Figure 5, a frontal view of an aspect of an individual fin and a fin assembly is 15 presented.
In Figure 6, a side view of an individual fin and a complex of fins is presented.
Figures 7, 8 and 9 present a modus operandi of the invention.
Figures 10 and 11 present a version of the invention with moving fin complexes and how it works.
In Figures 12, 13, 14 is presented in intersection, a version of the invention with 25 variable distance of individual tins and the mode of operation of this.
Figure 15 shows how the invention works for dumping rolling.
30 Figure 16 shows how the invention works for dumping pitching.

12 For a better understanding of the invention, a detailed description of the figures using reference numbers is given, where:
Figure 1 shows the invention installed on the vessel, with the fin assemblies (20) mounted on the transom of the vessel (60) in place of the flaps (65), the emergency stop button (50), the fin assemblies withdrawal knob (55) and the control screen (45) mounted on the vessel's control panel, a drive system of the blade assemblies (25), with an oil pump (26) and hydraulic piston cylinders (27), the fin assembly position sensor system (30), the electronic controller (35) and how to connect them through the information transmission system.
Figure 2 shows the electronic controller, which consists of a gyroscope (36), an accelerometer (37), GPS (38), a fin assembly position sensor (39) and an impact sensor (40).
Figure 3 shows a drive system of the fin assemblies (25) with servo motors (28).
Figure 4 shows a drive system of the fin assemblies (25) with hybrid servo motors (29).
Figure 5 shows a frontal view of an individual fin (21) and a fin assembly (20), which consists of a number of individual fins (21) connected to each other.
Figure 6 shows a side view of an individual fin (21) and a fin assembly (20), consisting of a number of individual fins (21) connected to each other, a hinged connection (22) to connect it to the vessel, and a flap gate (23) connected in free movement.
Figure 7 shows how the invention works when the vessel is in motion and there are no oscillations to be damped. The fin assemblies (20) rotate to be parallel to their zero plane (1) and the flap gate (23) is carried away and lifted by the momentum of the water, resulting in water simply passing through them, without causing any resistance to water and without affecting the inclination of the vessel.
Figure 8 shows how the invention works in the case of damping pitching oscillations when the vessel is in motion, in which the fin assemblies (20) rotate counterclockwise from their hinged connection (22) to the transom of the vessel (60), causing resistance from the water that goes through them, resulting in the lifting of the stern and the lowering of the bow, while the flap gate (23) is carried away and lifted by the momentum of water without causing any resistance to it.

13 Figure 9 shows how the invention works in the case of damping pitching oscillations when the vessel is in motion, in which the fin assemblies (20) rotate clockwise from their hinged connection (22) to the transom of the vessel (60), causing resistance from the water that goes through them, resulting in the lowering of the stern and the lifting of the bow, while the flap gate (23) is carried away and lifted by the momentum of the water without causing any resistance to it.
Figure 10 presents a version of the invention, in which the fin assemblies (20) are installed on a plate (70), which is attached to a rail (71) and through a drive system device (72), the entire fin assemblies (20) are retracted out of the hull of the vessel in order to achieve their rotation when there is a lack of space in the transom (60).
Figure 11 presents the version of the invention with moving fin assemblies (20), which are not in operation and are in their original position.
In Figures 12, 13, 14, a version of the invention in an AA section, is presented in which the distance between the individual fins is changed (21), as they are articulately connected by beams (80). One of the beams is articulately connected to a drive system (82), through a rod (81), which with the movement of the drive system (82) rotates clockwise or counterclockwise from a fixed point of connection (83) to the single fin (21) attached to the vessel. By extending the drive system (82) the bar (81) rotates counterclockwise from its fixed point of connection (83), as do the individual fins (21) through their articulated connection (84), resulting in the distance between them being reduced and the individual fins (21) converging until contact, during the complete extension of the drive system (84). By the withdrawal of the drive system (82), the bar (81) rotates clockwise from its fixed point of connection (83), as do the individual fins (21) through their articulated connection (84), as a result, the distance between them increases up to the greatest possible distance between them when the drive system is completely withdrawn (82).
Figure 15 shows how the invention works when the vessel receives oscillations on the vertical axis (x) and specifically from its right. To eliminate the inclination of the vertical axis, the left fin assembly (20) rotates counterclockwise, while the right, clockwise.
Figure 16 shows how the invention works when the craft is oscillated on its longitudinal axis (y) and specifically from the bow. To eliminate the inclination of the longitudinal axis, the fin assembly (20) rotates counterclockwise.

Claims

1. Vessel oscillation damper system, comprising one or more pairs of fin assemblies (20), mounted in the transom of the vessel (60) and symmetrically with respect to the vertical axis (x) passing through the center of the transom of the vessel, consisting of a number of individual fins (21) connected to each other, a drive system of the fin assemblies (25), a fin assembly position sensor system (30), an electronic controller (35), consisting of a gyroscope (36), an accelerometer (37), gps (38) and a fin assembly position sensor (39), one or more control screens (45), a fin assembly retract button (55) and an information transmission system between these, with manual and automatic operation, characterized in that, = the fin assembly (20) consists of multiple successive individual fins (21) arranged in the vertical direction, each of which has a fl-type cross-section, consisting of a base and two intersecting sides, where the sides of the upper fin are tangential to the sides of the immediately lower fin, forming successive closed ducts through which water passes, = the fin assernblies (20) rotate clockwise above the water level and counterclockwise, by their articulated connection (22) with the vessel, parallel or independent of each other and simultaneously opposite and parallel, = it includes an impact sensor (40), installed on the electronic controller (35) that receives a load and consumption data feed from the vessel's engine, monitoring if there is increased fuel consumption and from the gps (38), receives a speed and direction of movement of the vessel data feed, for reduced speed and constant changes in the direction of movement, which in turn signals to the electronic controller (35), to rotate the fin assemblies (20) in such a way as to adjust the inclination of the boat in terms of pitching, = includes an emergency stop safety device, through which, when activated via the emergency stop button (50), all the flap assemblies (20) are instantly rotated counterclockwise, lowering the bow, halting the speed of the boat forcibly.

2. Vessel oscillation damper system, according to claim 1, characterized in that, the fin assemblies (20) are placed in place of flaps (65).

3. Vessel oscillation damper system, according to claim 1, characterized in that, the drive system of the fin assernblies (25) consists of an oil pump (26) and hydraulic pistons cylinders (27).

4. Vessel oscillation damper system, according to claim 1, characterized in that, the drive system of the fin assemblies (25) consists of servo motors (28).

5. Vessel oscillation damper system, according to claim 1, characterized in that, the drive system of the fin assemblies (25) consists of hybrid servo motors (29).

6. Vessel oscillation damper system, according to clairn 1, characterized in that, the drive system of the fin assemblies (25) achieves the parallel and independent rotation of the fin assemblies (20), clockwise and counterclockwise by their articulated connection (22) at at least two points with the transom of the vessel (60), in accordance with their zero-level surface, which is fully parallel to the level (1) of the bottom of the hull (66).

7. Vessel oscillation damper system, according to claim 1, characterized in that, the impact sensor (40), achieves in the automatic setting, the optirnal inclination of the vessel by weighing between the maximum speed and the minimum impact on the water, by operator option. In the setting for the smallest impact of the vessel in the water, by setting for rotation (direction, degrees) of the fin assemblies (20), constantly maintaining the optimal inclination of the vessel, in each separate ripple and specifically when the vessel rises to the crest of a wave, rotates counterclockwise the fin assemblies (20) thus causing resistance to the water that passes through them, while lifting the stem and lowering the bow to traverse the wave, and when it begins to descend to the trough of the wave, it rotates clockwise the fin assemblies (20) causing resistance to the water passing through them, to the opposite direction lowering the stern and raising the bow, while in the selection of maximum speed performance, turning off this function.

8. Vessel oscillation damper system, according to claim 1, characterized in that, when the vessel receives intense lateral forces, the gyroscope (36) detects its inclination relative to the vertical axis (x) and through the drive system of the fin assemblies (25), the fin assemblies (20) that are opposite to the side of the vessel receiving the forces rotate counterclockwise, in relation to the vertical axis (x) of the vessel and at the same time the fin assemblies located on the same side of the vessel receiving the forces rotate clockwise.

9. Vessel oscillation damper system, according to claim 1, characterized in that, when the vessel receives intense forces from the bow, the gyroscope (36) detects its inclination towards the longitudinal axis (y) and through the drive system of the fin assemblies (25), the fin assemblies rotate counterclockwise (20), while when the vessel receives intense forces from the stem, the gyroscope (36) detects its inclination towards the longitudinal axis (y) and through the drive system of the fin assemblies (25), the fin assemblies rotate clockwise (20).

10. Vessel oscillation damper system, according to claim 1, characterized in that, when thc vessel receives both intense lateral and longitudinal axis forces, the gyroscope (36) detects its inclination both in relation to the vertical axis (x) and the longitudinal axis (y), and through the drive system of the fin assemblies (25), the fin assemblies (20) which are opposite to the side of the vessel receiving the forces, in relation to the vertical axis (x) of the vessel, rotate counterclockwise and the fin assemblies (20) located on the same side of the vessel receiving the lateral forces rotate clockwise, while at the same time the fin assemblies rotate parallel counterclockwise and clockwise (20).

11. Vessel oscillation darnper system, according to claims 1 and 3, characterized in that, the electronic controller (35) initiates rotation of fin assemblies at predetermined degrees of inclination of the vessel, determines the maximum inclination of the fin assemblies according to the speed of the vessel and determines the response time to the inclination alternation of the fin assemblies.

12. Vessel oscillation damper system, according to claims 1 and 3, characterized in that, there is the option of maintaining zero rolling during the turning of the vessel and the option of completing it as quickly as possible, and alternatively to adjust the turning radius according to the steering through special sensors, in the automatic option. To achieve the quickest turning completion with a small radius, the fin assemblies (20) that are opposite to the direction of rotation, in relation to the vertical axis (x) of the vessel, rotate counterclockwise and at the same time the fin assemblies (20) located in the same direction as the turning, rotate clockwise. To achieve a turn with zero rolling and a large radius, during which the inclination of the vessel to the vertical axis (x) is maintained to be zero, the fin assemblies (20) that are opposite to the direction of turning, in relation to the vertical axis (x) of the vessel, rotate clockwise and at the same time the fin assemblies (20) that are in the same direction as the turn, rotate counterclockwise.

13. Vessel oscillation damper system, according to claims 1,3,4,5, characterized in that, through the position sensor system (30), at predetermined intervals, when the fin assemblies (20) pass through their zero plane (1), their zero point is corrected. The fin assembly (20) that reaches the zero plane first (1), waits for the other fin assemblies (20) to reach to the zero plane (1) and as soon as their zero plane is corrected, they continue their movement. If thc correction time between the fin assemblies (20) exceeds the predetermined limit, the operator is informed via the control screen (45) that there is a problem with the hydraulic piston cylinders (27), the servo motors (28) or the hybrid servo motors (29), the drive system of the fin assemblies (25) which achieves the rotation of the fin assemblies, (20) and that they need to be replaced or repaired and the safety operation mode is automatically activated.

14. Vessel oscillation damper system, according to claim 1, characterized in that, the individual fins (21) have variable length, width and thickness, shape and material of construction, depending on the size and type of vessel to be installed, and also that the number of individual fins (21) that constitute a fin assembly (20), depends on the desired resistance.

15. Vessel oscillation damper system, according to claim 1, characterized in that, the fin assembly (20) has an attached flap gate (23) which moves freely following the movement of the water. When the vessel is stationary, the flap gate (23) touches the individual fins (21), trapping the water in them, resulting in greater resistance to water while damping the rolling, thus achieving immediate results. When the boat is in motion the flap gate is lifted as it is canied away by the movement and momentum of the water and allows it to pass through the fins without affecting its movement at all.

16. Vessel oscillation damper system, according to claim 1, characterized in that, through the fin assembly retract button (55) and only if it is checked by a sensor, that the vessel is not in motion, it retracts the fin assemblies (20), rotating them clockwise and placing them in a position as close as possible to the transom of the vessel (60).

17. Vessel oscillation damper system, according to claim 1, characterized in that, the fin assemblies (20) are connected to a plate (70), which is attached to a rolling guide (71), which is installed in the transom of the vessel (60), which plate (70) is moved by a drive system (72) outside of the hull to achieve the rotation of fin assembly (20), when there is lack of space in the transom of the vessel (60).

18. Vessel oscillation damper systern, according to claims 1 and 3, characterized in that, in case no rotation of the fin assemblies (20) is required to correct the inclination of the vessel, the operation of the oil pump sets to idle (26), reducing to a minimum the speed of the oil pump (26) and even completely suspending its operation when for the time interval set by the operator there are no ripples and in case a small rotation of the fin assemblies (20) is required to correct the small inclination of the boat, reducing the speed of the oil pump (26) to operate with a lower oil flow and therefore, lower pressures of operation and less oil flow resistance. In case of intense ripples, the speed of the oil pump is increased through an inverter and the electronic controller opens the electrovalve so that through the pressure on the drive system the fin assemblies are rotated more and faster, so that the inclination of the boat is reduced to zero. Once the action is complete, the electrovalve shuts down and the oil pump turns back to idle.

19. Vessel oscillation damper system, according to claim 1, characterized in that, the individual fins (21) of the fin assemblies (20) are connected to each other in a fixed distance.

20. Vessel oscillation damper system, according to claim 1, characterized in that, the individual fins (21) of the fin assemblies (20) have a connecting device, which regulates the change in the distance between them. One case of such a device is the articulated connection between the individual fins (21), through beams (80). One of the beams is articulated by a drive system (82), by means of a bar (81), which, with the movement of the drive system (82), rotates clockwise and counterclockwise from a fixed point of connection (83) to the individual fin (21) attached to the vessel. When the drive system (82) extends, the bar (81) rotates counterclockwise from its fixed point of connection (83), as are the individual fins (21) through their articulated connection (84) thus reducing the distance between them and the individual fins (21) converging until contact, during the complete extension of the drive system (84). With the withdrawal of the drive system (82), the bar (81) rotates clockwise from its fixed point of connection (83); as well as the individual fins (21) through their articulated connection (84), so that the distance between them increases to the greatest possible distance when the drive device is completely withdrawn (82).

21. Vessel oscillation damper system, according to claims 3, 4, 5, characterized in that, it includes a function of cleaning the hydraulic piston cylinders (27), servo engines (28) and hybrid servo engines (29), the drive system of the fin assemblies (25), from marine micro-organisms, during which a complete expansion and complete withdrawal of their rnoving part takes place, at predetermined intervals even when it is deactivated.

22. Vessel oscillation damper system, according to claim 1, characterized in that, the fin assemblies (20) have sensors, which when detecting within their range, an object, a human or other obstacle, immediately interrupt any rotation of the fin assemblies (20).

23. Vessel oscillation damper system, according to claim 1, characterized in that, the information transmission system between its parts is a wiring system.

24. Vessel oscillation damper, according to claim 1, characterized in that, the information transmission system between its parts, is wireless networking.

25. Vessel oscillation damper, according to claim 1, characterized in that, the information transmission system between its parts is the existing wiring of the vessel.

26. Vessel oscillation damper, according to claim 1, characterized in that, problem handling and solving is performed by a technician, through an application from a remote device.