EP0174189A2 - Automatisches Überwachungssystem zum Ankern - Google Patents

Automatisches Überwachungssystem zum Ankern Download PDF

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Publication number
EP0174189A2
EP0174189A2 EP85306266A EP85306266A EP0174189A2 EP 0174189 A2 EP0174189 A2 EP 0174189A2 EP 85306266 A EP85306266 A EP 85306266A EP 85306266 A EP85306266 A EP 85306266A EP 0174189 A2 EP0174189 A2 EP 0174189A2
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EP
European Patent Office
Prior art keywords
anchor
ship
anchor chain
calculating
dragging
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.)
Granted
Application number
EP85306266A
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English (en)
French (fr)
Other versions
EP0174189A3 (en
EP0174189B1 (de
Inventor
Seiji Miyazaki
Hirokazu Mayu
Hiroshi Imamura
Takafumi Origane
Kazumi Takada
Ryuji Chiba
Fusaichi Katayama
Terumi Hibi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SHADAN HOJIN NIPPON ZOSEN KENKYU KYOKAI
Hitachi Zosen Corp
Mitsubishi Heavy Industries Ltd
JFE Engineering Corp
Sumitomo Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
SHADAN HOJIN NIPPON ZOSEN KENKYU KYOKAI
Kawasaki Heavy Industries Ltd
Hitachi Zosen Corp
Mitsubishi Heavy Industries Ltd
Sumitomo Heavy Industries Ltd
Kawasaki Jukogyo KK
Nippon Kokan Ltd
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
Priority claimed from JP59185695A external-priority patent/JPS6164598A/ja
Priority claimed from JP59190422A external-priority patent/JPS6166968A/ja
Application filed by SHADAN HOJIN NIPPON ZOSEN KENKYU KYOKAI, Kawasaki Heavy Industries Ltd, Hitachi Zosen Corp, Mitsubishi Heavy Industries Ltd, Sumitomo Heavy Industries Ltd, Kawasaki Jukogyo KK, Nippon Kokan Ltd filed Critical SHADAN HOJIN NIPPON ZOSEN KENKYU KYOKAI
Publication of EP0174189A2 publication Critical patent/EP0174189A2/de
Publication of EP0174189A3 publication Critical patent/EP0174189A3/en
Application granted granted Critical
Publication of EP0174189B1 publication Critical patent/EP0174189B1/de
Expired 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 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/22—Handling or lashing of anchors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B2021/003—Mooring or anchoring equipment, not otherwise provided for
    • B63B2021/009—Drift monitors

Definitions

  • the present invention relates to an automatic anchor watching control system for preventing dragging or dredging of an anchor of a ship at anchor.
  • Anchor watching or maintaining the anchor bearing of a ship at anchor is an important task.
  • the position of the ship is determined by the length of the anchor chain and the external forces.
  • the ground position is determined by a position-finding method to detect whether the ship is dragging its anchor or not, and when the ship is dragging its anchor, certain measures may be taken to secure holding of the anchor, said measures including extension of the anchor chain to increase the holding power, operation of the main engine to generate thrust, and at the same time, use of check helm, and operation of the bow thruster.
  • the judgement whether the ship is dragging its anchor, the judgement of the magnitude of the holding force of the anchor, anchor chain and sea bottom soil, and of the magnitude of external forces being exerted on the ship, are made solely on the experience of the ship's crew rather than on accurately engineered (numerical) estimates, and the anchor watching operation is effected through windlasses, the main engine, etc., controlled by the crew.
  • the effectiveness of the anchor watching thus depends on the crew's activity, and there is a possible problem of insufficient anchor watching due to lack of capability or perception of the crew.
  • the present invention was conceived in view of the above situation.
  • the primary objective of the present invention is to achieve an anchor watching system which automatically detects, with appropriate detectors, the environmental conditions of the ship at anchor, including sea phenomena, weather, and condition of the sea bottom, and automatically operates the main engine or the like in a timely manner according to the condition of the ship, so as to maintain the proper anchoring of the ship.
  • an automatic anchor watching control system for ships and the like comprising means for calculating the maximum holding force of the anchor and anchor chain, means for calculating the external forces acting on the ship, means responsive to the calculated values of maximum holding force and externally-acting forces for calculating forces (if any) that need to be applied to the ship to maintain the actual anchor chain tension below the maximum holding force, and means for outputting control signals corresponding to said forces to be applied to the ship to the ship's propulsion means and/or the ship's turning gear.
  • the system further comprises means for detecting dragging of the ship's anchor and means for generating control signals to be outputted to the ship's propulsion means and/or the ship's turning gear to arrest the dragging.
  • means for calculating the distance from the ship to the anchor means for calculating the present distance of the ship from the position of the anchor when first cast, and means for comparing these two calculated values.
  • the means for calculating the distance from the ship to the anchor comprises detectors for detecting the let-out anchor chain length, the water depth and the anchor chain tension, and means for performing computations upon the signals received from said detectors in accordance with theoretical anchor chain catenary formulae.
  • the means for calculating the present distance of the ship from the position of the anchor when first cast may comprise means for integrating with respect to time the ship's velocity or acceleration from the time of anchor casting to the present.
  • the means for calculating the maximum holding force of the anchor and anchor chain comprises detectors for detecting the type of sea bottom soil, the anchor chain tension, the let-out anchor chain length and the water depth, means for calculating the length of anchor chain lying on the sea bottom, and means for summing the holding force due to the anchor itself in the type of soil detected and the holding force due to said anchor chain length lying on the sea bottom.
  • the means for calculating the external forces acting on the ship may comprise detectors for wind direction and velocity and tidal current.
  • the anchor of a ship with the present system will be continuously maintained in a proper condition to prevent dragging.
  • the present anchor watching system includes a variety of detectors and control units, and various components such as the main engine are controlled by the system.
  • a control unit 2 As shown in Figure 1, a control unit 2, a gyrocompass 3 and a control console 4 (hereinafter called the control panel) are installed in the bridge control room 1 located in the upper aft superstructure of the ship.
  • a pair of windlasses 5, arranged port and starboard, and remotely controlled from the control panel 4, are located at the bow on the upper deck, and an anchor chain 6 to be let out from each windlass 5 passes through a respective hawsepipe 7 to emerge at the respective side of the ship.
  • An anchor 8 is connected to the end of each anchor chain 6.
  • An anchor chain tension detector 9 which detects the tension in the anchor chain by means of a load cell or the like, is provided in at least one anchor chain 6 being let out from one windlass 5.
  • the windlass 5 is also provided with a let-out anchor chain length detector 10 which detects the length of the anchor chain let out by the windlass by counting the number of revolutions of the windlass.
  • the windlass 5 is provided with an anchor casting signal transmitter 31 ( Figure 2) which detects the commencement of anchor casting. The detection signals from these detectors 9, 10 and 31 are arranged to be outputted to the control unit 2.
  • An anchor chain angle detector 11 for example, a device using an image sensor, a TV camera, or the like, for detecting the angle 9 (see Figure 3) of the anchor chain 6 with respect to the centre line of the hull in the horizontal plane, is provided above and athwart the hawsepipe 7, and the detection signal from this detector is also outputted to the control unit 2.
  • a sea bottom soil detector 12 consisting of an ultrasonic generator 12a for transmitting a specified ultrasonic wave form towards the sea bottom and an ultrasonic receiver 12b for receiving the reflected wave form, is provided in the bottom of the hull, and its detection signal is arranged to be outputted to the control unit 2.
  • the sea bottom soil detector 12 also operates as a water depth detector 13.
  • a tidal current detector 14 for detecting the direction and velocity of the tidal current, used in the computation of the external forces on the hull, is provided in the bottom of the hull at the bow, and the detection signal is arranged to be outputted to the control unit 2.
  • a salt concentration detector 15 for detecting the salt concentration of the water, and a water temperature detectot 16 for detecting the water temperature, are provided in the bottom of the hull toward the aft end, and their detection signals are also arranged to be outputted to the control unit 2 to compensate the detection data from the ultrasonic type detectors 12, 13, 14 for changes in water salt concentration and temperature.
  • a wind direction and velocity detector 18 for detecting the direction and velocity of the wind, used in the calculation of the external forces on the hull, is provided above the bridge, and its detection signals are arranged to be outputted to the control unit 2.
  • a Doppler sonar speedmeter ( Figure 2), for measuring the absolute ground velocity of the ship in a shallow sea anchorage area, is provided in the bottom of the ship, and its detection signal is arranged to be outputted to the control unit 2.
  • a water ballast pump 19, the main ship's engine 20, the ship's steering gear 21, and a bow thruster 22 are provided with control means 19a, 20a, 21a, and 22a respectively, capable of receiving control signals from the control unit 2.
  • the control means 19a constitutes ship's draft control means also controlling a ballast water drain valve.
  • control unit 2 consists of a detection signal receiving unit 23, a central processing unit 24, a timer 25, a read only memory (ROM) 26, a random access memory (RAM) 27, a data setter 28 and a control signal output unit 29.
  • ROM read only memory
  • RAM random access memory
  • the detection signal receiving unit 23 receives the detection signals from the detectors 3, 9 to 18, 23, 24, 30 and 31, applies any necessary analogue-to- digital conversion, amplification or waveform shaping to these detection signals, and outputs them to the central processing unit 24.
  • the unit 23 also receives from the central processing unit 24 signals that are generated by processing said detection signals.
  • the signals processed by the detection signal receiving unit 23 are stored in the RAM 27 via the central processing unit 24.
  • the ROM 26 stores a variety of computation programs to be executed in the central processing unit 24, which will be explained later (see the flow charts of Figures 5 and 6).
  • the timer 25 outputs an actuation signal at a specified time cycle to the central processing unit 24, and according to this actuation signal computation is executed at the specified time cycle.
  • the data setter 28 is for inputting to the central processing unit 24 such data, additional to the data obtained from the variety of detection signals, as may be required for a variety of calculations such as those concerning the anchor chain catenary, the maximum holding force and external forces on the hull.
  • This data may include the principal dimensions of the hull, i.e. length, breadth and depth (L, B and D), the dimensions of the superstructure, anchor chain unit weight (Wc), chain type and dimensions, hawsepipe frictional force, and vertical distance (d) from the water line to the hawsepipe.
  • Some data, such as the draft and water depth, may in the alternative be detected by independent detectors and manually inputted to the data setter 28.
  • the control signal output unit 29 receives control signals from the central processing unit 24, applies any necessary digital-to-analogue conversion or amplification, and outputs signals to the windlass control means 5a, the main engine control means 20a, the bow thruster control means 22a, the steering gear control means 21a, and the draft control means 19a.
  • control unit 2 is connected, as shown in the block diagram of Figure 2, to the various detectors 3, 9 to 18, 23, 24, 30 and 31 on the one hand, and to the various control means, including the main engine control means, on the other hand, and it uses the detection signals from said various detectors 3, 9 to 18, 30 and 31, and the data set in beforehand, for determining whether the ship is dragging its anchor or not.
  • the control unit 2 computes the maximum holding force which can be applied by the anchor 8 and the anchor chain 6, and the external forces (wind force and tidal force) on the hull.
  • the control unit may output a control signal to the windlass control means 5a to let out more anchor chain 6, and/or it may output a control signal to the draft control means 19a to charge or drain the hull ballast water and thereby lessen the wind force or the tidal force, and/or it may output a control signal to the main engine control means 20a to use the propulsive force of the propeller for anchor watching control, and/or together with the use of the propeller it may output a control signal to the steering gear control means 21a to control the helm angle, and/or it may output a control signal to the bow thruster control means 22a to control the turning propulsive force of the bow thruster.
  • the control unit determines by computation the direction and distance of dragging and outputs control signals corrected according to the dragging condition to the main engine control means 20a, the bow thruster control means 22a, and so forth.
  • Blocks S1 to S12 indicate operations in the process.
  • the process commences at S1.
  • the central processing unit is initialized at S2.
  • a calculation command signal is outputted, for example, every five minutes after anchor casting. With the calculation command signal present, a test is made to determine whether the current period is a calculation period or not, and when it is a calculation period the central processing unit shifts to S6. When it is not a calculation period, the unit shifts back to S5 and repeats the calculation period check until a calculation period is reached.
  • the let-out anchor chain length C is calculated from the detection signal from the let-out anchor chain length detector 10, and according to anchor chain catenary theory, as illustrated in Figure 4, the anchor chain catenary length S, the horizontal distance Y of the anchor chain catenary, and the length of the straight portion Z of the anchor chain on the sea bottom are calculated, and the horizontal distance X from the ship to the anchor 8 is calculated.
  • the horizontal distance R from the original anchor casting position to the present ship position ( Figures 7 and 8) is calculated.
  • the calculation at S9 may be executed as an interrupt.
  • This preset value A is designed to absorb errors such as the detection errors of detectors 9, 10, 17, 30 etc., and the distance required by the anchor to dig into the sea bottom.
  • the above-mentioned subflowchart is executed at the specified time cycle independently of the main flowchart which will be explained later.
  • the results are used by interrupt as calculation data for the main flowchart (information on whether the ship is dragging or not) (see Figure 6) and correction data for the results of computation.
  • Blocks S1 to S9 indicate operations in the process.
  • the process commences at S1.
  • the central processing unit is initialized at S2.
  • the process shifts to S4 and a variety of data stored in the RAM 27 is inputted.
  • the information on the presence or absence of dragging obtained according to the subflowchart is used to test whether the ship is dragging its anchor or not.
  • the process shifts to S8, and the data of the dragging (distance and direction) are inputted.
  • the process shifts to S9, and the various data inputted are used to calculate the external force F on the hull.
  • the required orthogonal components of the anchor watching control force F p and F are computed.
  • step S5 when the ship is holding position (non-dragging condition), the process shifts to S6 at which the maximum holding force T omax is calculated.
  • step S7 a test is made whether the anchor chain tension T o (strictly speaking, the detected anchor chain tension plus the frictional force of the hawsepipe) is smaller than the maximum holding force Tomax .
  • the process shifts to S12 and terminates.
  • the anchor chain tension is equal or larger (or when there is a danger of dragging)
  • the process shifts to S9.
  • the external force F on the hull is calculated, and at S10 the required anchor watching component forces F p and F s are calculated.
  • control signals corresponding to F p and F s are outputted, and the process then shifts from S11 back to S4 to repeat the steps mentioned above.
  • the present automatic anchor watching system is arranged to execute tasks in its central processing unit 24 according to the flowcharts as outlined above.
  • the detection of dragging, calculation of the anchor chain catenary, calculation of the maximum holding force obtainable with the anchor 8 and the anchor chain 6, calculation of external forces acting on the hull, calculation of anchor watching control propulsive forces, etc. are made in said central processing unit 24 as explained below.
  • the horizontal distance R is determined by first establishing a system of co-ordinates and performing time integration of the velocity components of the ship, obtained by means of the speedmeter and the gyrocompass, from anchor'casting to the present.
  • the horizontal distance R from the anchor casting postiion to the present position of the ship is thus obtained with high accuracy.
  • the horizontal distance X from the ship to the anchor 4 is roughly equal to the horizontal distance R from the anchor casting point to the present position of the ship (see Figure 7).
  • (R - X) is the distance of dragging (see Figure 8).
  • (R - X) is a vector that can be divided into an X-axis component and a Y-axis component, the direction of dragging as well as the distance of dragging can be determined.
  • R can also be obtained by using accelerations (a x (t), ay(t)) to be detected by accelerometers, rather than from the ship velocities (V x (t), V y (t)) detected by the speedmeter 8 as described above.
  • the anchor chain catenary is calculated in the following manner using main parameters such as the let-out anchor chain length C, anchor chain tension T , and water depth H all obtained as detection data (see Figure 4).
  • the maximum holding force T omax which can be exerted by the anchor 8 and the chain 6 is obtained by the following formula
  • T(p) is the holding force of the anchor itself determined by the sea bottom soil p and the known type and dimensions of the anchor.
  • T(Z) is the holding force of the anchor chain 6 determined by the length Z of the straight portion of the anchor chain resting on the sea bottom and the anchor chain unit weight Wc.
  • the external force F acting on the hull and its angle a are determined from the direction and velocity of the tidal current, the direction and velocity of the wind, and the draft all obtained as detection data, and the dimensions of the hull (L x B x D) and superstructure inputted as preset data.
  • the angle of the anchor chain 6 is obtained as detection data, and the angle ⁇ is obtained by the calculation of the anchor chain catenary.
  • balancing the moments around a vertical axis may be considered. In this case, it may be possible to balance the moments by using the transverse propulsive force of the bow thruster 22. For a ship without the bow thruster 22, it may be possible to balance the moments by letting out more anchor chain to increase the maximum holding force T omax and using the steering gear to check helm and generate a transverse propulsive force.
  • the anchor watching control propulsive forces F p and F s are thus determined, and controlsignals for generating the longitudinal propulsive force F p and the transverse propulsive force F are outputted by the central processing unit 24 via the control signal output unit 29 to the main engine control means 20a, the bow thruster control means 22a and/or the steering gear control means 21a.
  • Control signals may be applied to all of the above-mentioned means 20a, 21a and 22a, or to any two of them, or to any one of them, at a particular time.
  • a control signal is also outputted to the windlass control means 5a, or to reduce the effects of the tidal current or wind force, a control signal for increasing or draining the ballast is outputted to the draft control means 19a.
  • the automatic anchor watching control system of the present invention is arranged, as explained above, to avoid dependence of anchor watching on human perception, and to determine, by calculation, the maximum holding force of the anchor, the external forces acting on the ship, and the anchor chain tension from a variety of data detected by various detectors, and to automatically actuate anchor watching control means so as to constantly keep the anchor chain tension below the maximum holding force, the system is capable of preventing dragging.
  • the automatic anchor watching control system of the present embodiment uses feedback which can quickly detect incipient dragging due to, for example, a sudden change in the soil of the sea bottom, and modify the control outputs according to the dragging condition, the system makes possible automatic control of anchor watching with very high reliability.
  • the dragging detection unit constituting a part of the automatic anchor watching system of the present embodiment uses a dragging detection method in which the horizontal distance from the ship to the anchor, determined from the anchor chain catenary and the let-out anchor chain length, is compared with the horizontal distance from the anchor casting point, which is obtained by time integration of the ship's velocity or acceleration from anchor casting to the present position of the ship, fixed facilities on the ground or ashore are not required and the detection can be made with equipment mounted on the ship alone.
  • the principal source of error is merely the distance required by the anchor to dig into the sea bottom, the system can detect dragging in its very early stage.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Navigation (AREA)
  • Earth Drilling (AREA)
  • Selective Calling Equipment (AREA)
  • Liquid Developers In Electrophotography (AREA)
  • Testing Or Calibration Of Command Recording Devices (AREA)
EP85306266A 1984-09-04 1985-09-04 Automatisches Überwachungssystem zum Ankern Expired EP0174189B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP185695/84 1984-09-04
JP59185695A JPS6164598A (ja) 1984-09-04 1984-09-04 自動守錨制御装置
JP59190422A JPS6166968A (ja) 1984-09-10 1984-09-10 走錨検知装置
JP190422/84 1984-09-10

Publications (3)

Publication Number Publication Date
EP0174189A2 true EP0174189A2 (de) 1986-03-12
EP0174189A3 EP0174189A3 (en) 1986-12-30
EP0174189B1 EP0174189B1 (de) 1989-05-31

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP85306266A Expired EP0174189B1 (de) 1984-09-04 1985-09-04 Automatisches Überwachungssystem zum Ankern

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EP (1) EP0174189B1 (de)
KR (1) KR910004761B1 (de)
DE (1) DE3570633D1 (de)
NO (1) NO169987C (de)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2204291A (en) * 1987-04-27 1988-11-09 Amtel Inc Lightweight transfer referencing and mooring system
FR2628557A1 (fr) * 1988-03-10 1989-09-15 Fillios Jean Pierre Dispositif d'alarme de dragage d'ancre pour bateaux
DE3810084A1 (de) * 1988-03-25 1989-10-05 Herbert Walter Einrichtung zur anzeige der gefahr eines vertreibens vor anker liegender wasserfahrzeuge
CN103092071A (zh) * 2012-12-07 2013-05-08 中交四航工程研究院有限公司 基于自适应算法的非自航船舶智能移位系统和移位方法
EP2765074A1 (de) * 2013-02-07 2014-08-13 Thomas Frizlen Verfahren und System zur Bestimmung der Verschiebung eines Ankers
EP3511237A1 (de) * 2018-01-13 2019-07-17 Thomas Frizlen Verfahren und system zur bestimmung der verschiebung eines ankers
CN113460233A (zh) * 2021-07-05 2021-10-01 大连船舶重工集团有限公司 一种船舶智能锚泊系统及其辅助决策方法
CN113911289A (zh) * 2021-11-12 2022-01-11 中交第三航务工程局有限公司 一种漂浮式风机半潜式平台运营期监测方法
WO2022150214A1 (en) * 2021-01-10 2022-07-14 Seltzer Richard A Boat anchor monitoring system
CN114906279A (zh) * 2022-05-05 2022-08-16 福建海电运维科技有限责任公司 一种海工船动态检测智能定距侧靠系统及方法
CN114937375A (zh) * 2022-04-13 2022-08-23 厦门天吴海洋科技有限公司 一种基于gis及ais数据的船舶走锚监测方法及终端
WO2024012025A1 (zh) * 2022-07-14 2024-01-18 中交一航局第一工程有限公司 一种大潮差环境下船舶锚缆的防走锚装置及其防走锚方法

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DE19815523A1 (de) * 1998-04-07 1999-10-14 Helmut Ponater Einrichtung zur Überwachung der Drift eines vor Anker liegenden Schiffes
CN112529034B (zh) * 2020-10-24 2021-11-16 中极华盛工程咨询有限公司 利用参数识别的微控操作系统及方法
DE102021006345A1 (de) * 2021-12-27 2023-06-29 Hartwig Huntemüller Wasserfahrzeug mit selbsttätiger steuerung und verfahren zur steuerung eines geankerten wasserfahrzeugs

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US3810081A (en) * 1972-11-15 1974-05-07 Global Marine Inc Submerged chain angle measurement
US3905011A (en) * 1974-03-29 1975-09-09 Gregory Nichols Marine anchor sentry system
US3974792A (en) * 1975-01-03 1976-08-17 Earl & Wright Semi-submersible, directionally controlled drilling unit
GB2119551A (en) * 1982-04-08 1983-11-16 James Conner A warning arrangement

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3810081A (en) * 1972-11-15 1974-05-07 Global Marine Inc Submerged chain angle measurement
US3905011A (en) * 1974-03-29 1975-09-09 Gregory Nichols Marine anchor sentry system
US3974792A (en) * 1975-01-03 1976-08-17 Earl & Wright Semi-submersible, directionally controlled drilling unit
GB2119551A (en) * 1982-04-08 1983-11-16 James Conner A warning arrangement

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2204291A (en) * 1987-04-27 1988-11-09 Amtel Inc Lightweight transfer referencing and mooring system
GB2204291B (en) * 1987-04-27 1991-06-26 Amtel Inc An offshore fluid transfer system
AU620544B2 (en) * 1987-04-27 1992-02-20 Amtel Inc. Light weight transfer referencing and mooring system
FR2628557A1 (fr) * 1988-03-10 1989-09-15 Fillios Jean Pierre Dispositif d'alarme de dragage d'ancre pour bateaux
DE3810084A1 (de) * 1988-03-25 1989-10-05 Herbert Walter Einrichtung zur anzeige der gefahr eines vertreibens vor anker liegender wasserfahrzeuge
CN103092071B (zh) * 2012-12-07 2016-08-03 中交四航工程研究院有限公司 基于自适应算法的非自航船舶智能移位系统和移位方法
CN103092071A (zh) * 2012-12-07 2013-05-08 中交四航工程研究院有限公司 基于自适应算法的非自航船舶智能移位系统和移位方法
EP2765074A1 (de) * 2013-02-07 2014-08-13 Thomas Frizlen Verfahren und System zur Bestimmung der Verschiebung eines Ankers
CH707573A1 (de) * 2013-02-07 2014-08-15 Thomas Frizlen Verfahren und System zur Bestimmung der Verlagerung eines Ankers.
US9250082B2 (en) 2013-02-07 2016-02-02 Thomas Frizlen Method and system for determining displacement of an anchor
EP3511237A1 (de) * 2018-01-13 2019-07-17 Thomas Frizlen Verfahren und system zur bestimmung der verschiebung eines ankers
US10625824B2 (en) 2018-01-13 2020-04-21 Thomas Frizlen Method and system for determining displacement of an anchor
EP4242690A3 (de) * 2018-01-13 2023-11-08 Swiss Ocean Tech AG Verfahren und system zur bestimmung der verschiebung eines ankers
US11772757B2 (en) 2021-01-10 2023-10-03 Richard A. Seltzer Boat anchor monitoring system
WO2022150214A1 (en) * 2021-01-10 2022-07-14 Seltzer Richard A Boat anchor monitoring system
CN113460233B (zh) * 2021-07-05 2023-06-16 大连船舶重工集团有限公司 一种船舶智能锚泊系统及其辅助决策方法
CN113460233A (zh) * 2021-07-05 2021-10-01 大连船舶重工集团有限公司 一种船舶智能锚泊系统及其辅助决策方法
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KR910004761B1 (ko) 1991-07-13
DE3570633D1 (en) 1989-07-06
EP0174189A3 (en) 1986-12-30
EP0174189B1 (de) 1989-05-31
NO169987B (no) 1992-05-18
NO169987C (no) 1992-08-26
NO853469L (no) 1986-03-05
KR860002394A (ko) 1986-04-24

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