EP0754618A1 - Pitch reducing device for ships - Google Patents

Pitch reducing device for ships Download PDF

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Publication number
EP0754618A1
EP0754618A1 EP19960401562 EP96401562A EP0754618A1 EP 0754618 A1 EP0754618 A1 EP 0754618A1 EP 19960401562 EP19960401562 EP 19960401562 EP 96401562 A EP96401562 A EP 96401562A EP 0754618 A1 EP0754618 A1 EP 0754618A1
Authority
EP
European Patent Office
Prior art keywords
stabilization
fins
pitch
ship
roll
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.)
Withdrawn
Application number
EP19960401562
Other languages
German (de)
French (fr)
Inventor
Jean Berne
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.)
ACH ENGINEERING
Original Assignee
NOUVELLE DES ATELIERS ET CHANTIERS DU HAVRE Ste
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 to FR9508856A priority Critical patent/FR2736888B1/en
Priority to FR9508856 priority
Application filed by NOUVELLE DES ATELIERS ET CHANTIERS DU HAVRE Ste filed Critical NOUVELLE DES ATELIERS ET CHANTIERS DU HAVRE Ste
Publication of EP0754618A1 publication Critical patent/EP0754618A1/en
Withdrawn legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63BSHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water

Abstract

The stabiliser includes hydroplanes (2a, 2b) which project on horizontal, or downward inclined axes from bearings mounted in the submerged bow bulb. To control pitching only, a controller, reacting to sensor signals, applies common angles of incidence via a hydraulic or electrical actuator. The surfaces are e.g mounted on the same transverse shaft. The equipment may additionally counteract rolling, with independently operated control surfaces given opposing angles of incidence. The bulb compartment (3) can be divided centrally, with hydroplane assemblies swivelling on vertical axes (ZZ') independently retractable in fair weather or for berthing (2b). On striking a submerged obstacle, an assembly, latched (13a, 14a, 15a) when extended, is freed (13b, 14b, 15b) and retracts (12b). Single or paired auxiliary trailing edge surfaces (6) optimise water flow and thrust.

Description

  • Vessel movements caused by sea conditions such as pitch / heave and roll are significant sources of discomfort for passengers and crews.
  • In addition, they require a very large load securing and often limit the use of ships in heavy seas, the structure itself being subjected to significant efforts and the machines and propellers subjected to significant load variations.
  • Finally, on warships, these parasitic movements require the addition of complex weapons stabilization mechanisms in order not to degrade their operational performance.
  • This is why, more and more, devices for stabilizing these movements are used.
  • Rolling movements are generally damped by known stabilization devices.
  • The present invention consists in achieving anti-pitch stabilization by a stabilization device arranged on either side of the longitudinal axis of the ship.
  • This device is particularly suitable for civil and military monohull ships, of relatively large size (50 to 250 meters approximately), but this provision can be extended to other types of ship. These figures do not represent a limit, however.
  • According to the invention, the anti-pitch stabilization device for a ship comprises two sets of fins arranged in the submerged front part of the shell on either side of a box forming a bulb, in that the sets of fins are carried by axes or sleeves of orientation and in that the fins are inclined at starting from servo setpoints developed in a computer from information coming from sensors taken from sensors of angular speed of pitch, roll, vertical acceleration or measurement of the incidence of the water streams.
  • Since the pitching and heaving movements are closely associated with the level of the ship, the action on the pitching also results in an action on the heaving. The provision of the anti-pitch stabilizer on the front of the ship allows to have a positive action on both movements at the same time.
  • Various other characteristics of the invention will also emerge from the detailed description which follows.
  • Embodiments of the subject of the invention are shown, by way of nonlimiting examples, in the accompanying drawing.
  • Fig. 1 is a partial elevation of the bow of a ship provided with the stabilization device of the invention.
  • Fig. 2 is a schematic view taken along line II-II of FIG. 1.
  • Fig. 3 is a front elevation seen along line III-III of FIG. 1.
  • Fig. 4 is an elevation, similar to FIG. 1, illustrating particular characteristics of an embodiment of FIG. 1.
  • Fig. 5 is a front elevation seen along the line V-V of FIG. 4.
  • Fig. 6 is a schematic section seen along line VI-VI of FIG. 4.
  • Fig. 7 is an elevation, similar to FIG. 4, illustrating a simplified embodiment.
  • Fig. 8 is a front elevation seen along line VIII-VIII of FIG. 7.
  • Fig. 9 is a cross section of a stabilization device according to an advantageous embodiment of the invention.
  • Fig. 10 is a section seen along line X-X of FIG. 9.
  • Figs. 11 to 13 are diagrams illustrating characteristic positions of one of the fins that the stabilization device of the invention comprises.
  • Fig. 14 is a diagram corresponding substantially to FIG. 3 but illustrating particular operating characteristics.
  • Fig. 15 is a diagram of the stabilization device showing certain particular forces.
  • Fig. 16 is a control diagram of functions of the device of the invention.
  • Figs. 17 and 18 are diagrams illustrating compensation devices which can be used in combination with the stabilization device of the invention.
  • Figs. 1 and 2 schematically illustrate a stabilization device according to the invention intended more particularly for pitch stabilization. The device comprises two pivoting assemblies 1a, 1b arranged in a common box 3; each set includes fins 2a, 2b.
  • The assemblies 1a, 1b can be retracted inside the shell 4 and, more particularly, inside the box 3 which said shell 4 has at its front part.
  • Figs. 1 and 2 illustrate a simple embodiment of the stabilization device.
  • The two assemblies 2a, 2b are fixed either on either side of the axis of the ship, or preferably on an axis or drill bit 5a, 5b. The fins 2a, 2b are thus optionally tiltable by a single device 25 consisting for example of a hydraulic cylinder along an axis X-X as illustrated in FIGS. 1, 2 and 4 to 6.
  • The orientation axes or bits 5'a, 5'b can also be arranged obliquely as illustrated in FIG. 3, which allows an orientation in incidence of the fins, for example in the manner described in the prior French patent 78 18241 filed on June 19, 1978 and the certificate of addition 78 31072 filed on November 2, 1978 by the Applicant.
  • In this case, each fin can be controlled by a separate device similar to the jack 25.
  • The fins 2a, 2b can be associated with flaps 6, one or two in number, to ensure the deflection of the water streams as described in French patent application 94 15881 filed on December 29, 1994 by the Applicant, this which makes it possible to obtain a maximum thrust coefficient and to satisfy the conditions which arise at high stall angles which can occur under certain operating conditions.
  • In fig. 9 and 10, the pitch stabilization assembly is constituted as in the preceding figures by two pivoting assemblies 1a, 1b retractable inside the box 3 in good weather and in bad weather out of the ship by pivoting around axes ZZ ' can be vertical or oblique as shown in fig. 9.
  • It is advantageous for the box 3 to have the shape of a bulb extending at the front end of the ship.
  • In the realization of fig. 9 and 10, the box 3 is separated into two compartments 8a, 8b by a longitudinal partition 9 constituting a reinforcing and isolating element of the two pivoting assemblies 1a, 1b which can be completely retracted inside the compartments 8a, 8b as clearly illustrated in fig. 10.
  • The compartments 8a, 8b each contain a retractable locking device with force limiter 10a, 10b respectively.
  • The assemblies 1a, 1b are maneuvered by levers 11a, 11b (fig. 10) articulated along the axes Z-Z '. The levers are controlled by jacks 12a, 12b ensuring the operation of the assemblies 1a, 1b.
  • Each lever has a notch 13a, 13b for a pivoting retaining lever 14a, 14b held by a force limiting cylinder 15a, 15b.
  • As shown in fig. 10, if one of the flaps 2a or 2b hits an obstacle, the force is transmitted by the corresponding lever 11a, 11b and the bottom of the notch 13a or 13b to the pivoting retaining lever 15a or 15b, which allows the pivoting of the flap and the corresponding lever when the force, applied to the force limiting cylinder 15a or 15b, becomes greater than the setting pressure. This prevents the shutter from being damaged or at least reducing the damage suffered.
  • This embodiment is not limiting and other embodiments making it possible to perform the same function can advantageously be envisaged.
  • In general, the damping of the pitch is obtained by the action of the two associated forces L1, L2 (fig. 3 and 11) perpendicular to the water streams and in the same direction, produced by the movement of the ailerons with great speed in water.
  • Since pitch stabilization requires significant thrust, particularly for large vessels, the fins must have a large surface area. So that this surface, and therefore the weight of the stabilizers, remains as reasonable as possible, it is therefore necessary to use fins having the highest possible coefficient of thrust.
  • According to fig. 11, the incidence of the water streams seen by the fin may be high in the event of residual pitching due to the composition of the speed vectors V N of displacement of the ship and V V of residual pitch. It is therefore necessary to define ailerons whose stalling characteristic is as flat as possible for the highest possible angle.
  • Figs. 12 and 13 show that because of the variation of this incidence of the nets of water seen by the fin and taking into account the variation of the vector V V for different states of the sea, one cannot use a usual stabilizing fin with an articulated flap because, for different incidences of main fin β1, β2 relative to the ship, it is possible to have identical incidences γ of the curvature flap relative to the main fin, which requires a separate tilt control of the main wing and its flap.
  • Furthermore, this type of fin is limited in surface area due to the incompatibility of the articulation with the flexion of the fin beyond a certain dimension.
  • However, this arrangement of fins with curvature flap ordered separately can possibly be retained if the surface area required is small.
  • It is however more advantageous for the fins 2a, 2b to choose flaps at the trailing edge as illustrated diagrammatically in FIG. 11 which satisfy the provisions of French patent application 94 15881 filed on December 29, 1994 by the Applicant, that is to say flaps which make it possible to satisfy the criteria of maximum thrust coefficient, high stall angles and of no surface limitation.
  • The arrangement of the flaps at the trailing edge depends on the length of the profile, their relative surface, their inclination and their distance from the main flap, the above variables to be defined according to the performance to be obtained.
  • As explained in the foregoing, the stabilization device described is fixed to the front of the ship in the submerged part of its hull and the box has the shape of a bulb, the beneficial effect of which is known to be advancement of the ship, which is due to the reduction in overall hull drag. In addition, the presence of a bulb has a damping effect complementary to the pitch stabilization device.
  • Finally, to ensure maximum pitching efficiency, the stabilizing device must be designed so that the ailerons are at the maximum towards the bow of the ship.
  • In the most general case, the underside of the bulb is in alignment with the bottom of the ship's hull, but it would not go beyond the scope of the invention to produce the bulb so that its bottom is below the bottom of the the hull or, on the contrary, above this bottom.
  • The provision to be retained is generally to be defined according to the requirements of construction and passage in dry dock of the ship.
  • As the pitching and heaving movements are linked, the pitch stabilization device has a significant effect of reducing the associated heaving movements due to the position of the ailerons at the front of the ship.
  • According to fig. 11, it can be seen that the thrust L perpendicular to the streams of water produces on each fin horizontal forces LV1 and LV2 parallel to the direction of movement of the ship. These combined efforts constitute for the ship a propelling force which reduces, or even eliminates, the natural resistance to the advancement of the ailerons, leaving a balance sheet. positive for sensitive residual movements in bad weather.
  • The pitch stabilization device of the invention can also be used as an anti-roll device. Indeed, as illustrated in FIG. 14, although the lever arms d1 and d2 for the action of thrusts L1 and L2 in the opposite direction produced by the ailerons 2a and 2b are low taking into account the narrowness of the hull at its front part, the torque produced by the fins in a plane perpendicular to the axis of the ship is, in the most general case, sufficient to counter the roll because of the large surfaces and forces required to counter the pitch as described in the foregoing.
  • However, in this case, the resistance to the advancement of the ship is relatively high, unlike the case of stabilization of the pitch. Furthermore, the forces transmitted to the torsional shell are generally high.
  • According to another characteristic of the invention, each fin 2a, 2b is controlled in inclination separately by rotating more or less the axes or bits 5a, 5b.
  • As illustrated in fig. 6, it is advantageous that the inclination of the fins 2a, 2b in the water streams is managed by an analog or digital computer 16 or even by a programmable automaton which takes into account the information coming from sensors such as 17, 18, 19 ...
  • The sensors 17, 18, 19 ... can be sensors for the angular velocity of pitch and roll and be constituted for example by gyrometers or vertical acceleration sensors or by sensors for measuring the incidence of the threads d 'water (log or free shutters).
  • The information delivered by the sensors 17, 18, 19 ... are processed in the computer 16 which develops two separate set points θ1, θ2 proportional to the incidences to be imposed on the ailerons 2a, 2b at any time. The incidences of the ailerons are such that the thrusts L1, L2 generated on the ailerons 2a and 2b by the speed of the ship V N create forces and righting torques opposing the movements of the ship such as pitching and heaving and, possibly roll.
  • The instructions θ1, θ2 developed are then sent to servomechanisms SV1 and SV2 for controlling the ailerons 2a, 2b. The servomechanisms can be either of a known type, hydraulic or electric.
  • When the device must constitute only an anti-pitching and anti-pounding stabilizer, the thrusts L1, L2 therefore the angles θ1, θ2 are of the same value and of the same sign.
  • When the device also acts as an anti-roll, the thrusts L1 and L2 therefore the angles θ1, θ2 are of the same value but of opposite sign.
  • It is possible, according to the invention, to use the anti-pitch device described in association with an existing anti-roll device, for example that described in patent application 94 02181 filed on February 25, 1994 by the Applicant.
  • In the simplified embodiment shown in FIGS. 1, 2 and 3, it is possible that the fins 2a, 2b are blocked at zero incidence. Indeed, as illustrated in FIGS. 11 to 13, the composition of the speeds V N and V V of displacement of the ship and of pitch + residual heaving gives an incidence α to the water streams seen by the fins even if they are blocked at zero incidence relative to the longitudinal axis of the ship.
  • This relative incidence creates a force L on each fin, as illustrated in FIG. 15, this effort naturally opposing the pitching / heaving movements of the ship.
  • The stabilization device of the invention can therefore be produced in a simple manner without requiring a computer or servo. In this case, the device can either be retractable in the shell as described in the above, or fixed outside the shell as illustrated in FIG. 7 if this provision does not interfere with docking or docking.
  • In certain cases of simplified embodiments which are mentioned in the foregoing, it may occur in difficult seas that cavitation phenomena occur on the fins because of the large relative incidences of the water streams vis-à-vis ailerons for a significant pitching / heaving speed.
  • This drawback can be eliminated by using the means of FIGS. 17 and 18, that is to say by mounting each fin on an axis or a drill bit 5a as described in the foregoing and by connecting these fins to an elastic force-limiting device 20 comprising springs 21 with two-way directions d action or a hydraulic or pneumatic double-acting cylinder 22 each section of which is connected to accumulators 23, 24 or to safety valves. These embodiments not being limiting, this allows a variation in the incidence of the fin beyond a certain force thereon, the fin being able to be reduced to zero incidence by the elastic device limiting the efforts.
  • The invention is not limited to the exemplary embodiments, shown and described in detail, since various modifications can be made thereto without departing from its scope.

Claims (11)

  1. Anti-pitching stabilization device for a ship, characterized in that it comprises two sets of fins (1a, 1b) disposed at the submerged forward part of the hull (4) on either side of a box (3 ) forming a bulb, in that the sets of fins are carried by axes or sleeves of orientation (5, 5a) and in that the fins are inclined from servo instructions (cons1, θ2) developed in a computer (16) based on information from sensors (17, 18, 19 ...) taken from sensors of angular speed of pitch, roll, vertical acceleration or measurement of the incidence of the nets water.
  2. Stabilization device according to claim 1, characterized in that the hull is provided at its immersed front part with at least two fins (2a, 2b) equipped with fixed flaps (6) at the trailing edge, these assemblies pivoting around a substantially vertical axis to allow the ailerons to fold back into the bulb.
  3. Stabilization device according to one of claims 1 and 2, characterized in that the bottom of said bulb is in alignment with the bottom of the ship.
  4. Stabilization device according to one of claims 1 to 3, characterized in that the fins are tiltable either by a common device or by separate devices, the devices for tilting them being controlled from the control setpoints (θ1, θ2).
  5. Stabilization device according to one of claims 1 to 4, characterized in that the use of the information delivered by the sensors (17, 18, 19 ...) is chosen to allow operation in anti-pitch alone or anti-roll only or anti-pitch and anti-roll at the same time.
  6. Stabilization device according to one of claims 1 to 5, characterized in that it is associated with a conventional roll stabilization assembly to obtain the two anti-roll and anti-pitch functions.
  7. Stabilization device according to one of claims 2 to 6, characterized in that the fins (2a, 2b) are fixed at zero incidence relative to the ship to form a passive pitch damper.
  8. Stabilization device according to one of Claims 1 to 7, characterized in that elastic force-limiting devices (20, 21, 22, 23, 24) are associated with the fins.
  9. Stabilization device according to Claims 1 to 4, characterized in that it includes force-limiting locking devices associated with the pivoting assemblies so as to limit damage in the event of accidental encounter with a floating body.
  10. Stabilization device according to either of Claims 1 and 2, characterized in that the fins (2a, 2b) are not mounted in pivoting assemblies (1a, 1b) and remain permanently removed from the hull (4) , to form non-folding assemblies.
  11. Stabilization device substantially as described and shown in the accompanying drawings.
EP19960401562 1995-07-21 1996-07-15 Pitch reducing device for ships Withdrawn EP0754618A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
FR9508856A FR2736888B1 (en) 1995-07-21 1995-07-21 Anti-tangage stabilization device for vessels
FR9508856 1995-07-21

Publications (1)

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EP0754618A1 true EP0754618A1 (en) 1997-01-22

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1023921C2 (en) * 2003-07-15 2005-01-18 Quantum Controls B V Active pendulum damping system for ship movements.
EP1577210A1 (en) * 2004-03-16 2005-09-21 Quantum Controls B.V. Active roll stabilisation system for ships
EP1646553A2 (en) * 2003-07-18 2006-04-19 Lockheed Martin Corporation Two degree of freedom rudder/stabilizer for waterborne vessels
US7451715B2 (en) 2006-05-17 2008-11-18 Quantum Controls B.V. Active roll stabilisation system for ships
EP2081817A1 (en) * 2006-11-17 2009-07-29 Austal Ships Pty.Ltd. A roll stabiliser
EP2172394A1 (en) 2008-10-02 2010-04-07 CMC Marine S.r.l. Automatic anti-roll stabilization system of a watercraft
US8215252B1 (en) 2009-07-14 2012-07-10 Lockheed Martin Corporation System and method for dynamic stabilization and navigation in high sea states
EP2669177A1 (en) 2012-05-31 2013-12-04 CMC Marine S.r.l. Control method for anti-roll stabilization of watercraft, and corresponding stabilization system and computer program product
WO2014174390A1 (en) 2013-04-26 2014-10-30 Fincantieri S.P.A. A stabilizing device for a ship or craft, a ship comprising such device, a method for moving the stabilizing device
WO2016131850A1 (en) * 2015-02-17 2016-08-25 Elisabeth Fournier Ship stabilizer system

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101259134B1 (en) 2011-04-25 2013-04-30 삼성중공업 주식회사 Fin for directional stability of ship and ship having the same

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Publication number Priority date Publication date Assignee Title
US1800365A (en) * 1927-04-13 1931-04-14 Sperry Gyroscope Co Ltd Means for preventing pitching of ships
GB799795A (en) * 1955-12-22 1958-08-13 Muirhead & Co Ltd Improvements in or relating to ship construction for use with fin stabilising arrangements
GB825134A (en) * 1955-06-24 1959-12-09 Licentia Gmbh Stabilising fins for ships and aircraft
GB881681A (en) * 1960-03-21 1961-11-08 William Vandersteel Ship stabilizer apparatus
GB999306A (en) * 1960-12-31 1965-07-21 Siemens Ag Stabilising apparatus for a ship
DE2013048A1 (en) * 1970-03-19 1971-11-04 Licentia Gmbh
US4776294A (en) * 1987-06-15 1988-10-11 Childs John M Ship stabilizer assembly
US5033694A (en) * 1989-09-08 1991-07-23 Daiichi Electric Kabushiki Kaisha Attitude control device for air or sea transportation craft
WO1992012046A1 (en) * 1991-01-04 1992-07-23 Vickers Plc Hydrodynamic fin for water-borne craft
US5235926A (en) * 1992-06-05 1993-08-17 Jones Earl R Anti-skid device for flat-bottomed boats
US5511504A (en) * 1995-08-09 1996-04-30 Martin; John R. Computer controlled fins for improving seakeeping in marine vessels

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1800365A (en) * 1927-04-13 1931-04-14 Sperry Gyroscope Co Ltd Means for preventing pitching of ships
GB825134A (en) * 1955-06-24 1959-12-09 Licentia Gmbh Stabilising fins for ships and aircraft
GB799795A (en) * 1955-12-22 1958-08-13 Muirhead & Co Ltd Improvements in or relating to ship construction for use with fin stabilising arrangements
GB881681A (en) * 1960-03-21 1961-11-08 William Vandersteel Ship stabilizer apparatus
GB999306A (en) * 1960-12-31 1965-07-21 Siemens Ag Stabilising apparatus for a ship
DE2013048A1 (en) * 1970-03-19 1971-11-04 Licentia Gmbh
US4776294A (en) * 1987-06-15 1988-10-11 Childs John M Ship stabilizer assembly
US5033694A (en) * 1989-09-08 1991-07-23 Daiichi Electric Kabushiki Kaisha Attitude control device for air or sea transportation craft
WO1992012046A1 (en) * 1991-01-04 1992-07-23 Vickers Plc Hydrodynamic fin for water-borne craft
US5235926A (en) * 1992-06-05 1993-08-17 Jones Earl R Anti-skid device for flat-bottomed boats
US5511504A (en) * 1995-08-09 1996-04-30 Martin; John R. Computer controlled fins for improving seakeeping in marine vessels

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PRODUCT ENGINEERING, Mars 1957, pages 207-208, XP002000243 "Bow fin reduce ship's pitching motion" *

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1498348A1 (en) * 2003-07-15 2005-01-19 Quantum Controls B.V. Active roll stabilisation system for ships
NL1023921C2 (en) * 2003-07-15 2005-01-18 Quantum Controls B V Active pendulum damping system for ship movements.
US6978728B2 (en) 2003-07-15 2005-12-27 Quantum Controls B.V. Active roll stabilization system for ships
EP1646553A4 (en) * 2003-07-18 2009-06-24 Lockheed Corp Two degree of freedom rudder/stabilizer for waterborne vessels
EP1646553A2 (en) * 2003-07-18 2006-04-19 Lockheed Martin Corporation Two degree of freedom rudder/stabilizer for waterborne vessels
EP1577210A1 (en) * 2004-03-16 2005-09-21 Quantum Controls B.V. Active roll stabilisation system for ships
US7451715B2 (en) 2006-05-17 2008-11-18 Quantum Controls B.V. Active roll stabilisation system for ships
EP2081817A4 (en) * 2006-11-17 2012-11-14 Austal Ships Pty Ltd A roll stabiliser
EP2081817A1 (en) * 2006-11-17 2009-07-29 Austal Ships Pty.Ltd. A roll stabiliser
EP2172394B2 (en) 2008-10-02 2016-07-13 CMC Marine S.r.l. Automatic anti-roll stabilization system of a watercraft
EP2172394A1 (en) 2008-10-02 2010-04-07 CMC Marine S.r.l. Automatic anti-roll stabilization system of a watercraft
US8215252B1 (en) 2009-07-14 2012-07-10 Lockheed Martin Corporation System and method for dynamic stabilization and navigation in high sea states
EP2669177A1 (en) 2012-05-31 2013-12-04 CMC Marine S.r.l. Control method for anti-roll stabilization of watercraft, and corresponding stabilization system and computer program product
US10077098B2 (en) 2012-05-31 2018-09-18 Cmc Marine S.R.L. Control method for anti-roll stabilization of watercraft, and corresponding stabilization system and computer program product
WO2014174390A1 (en) 2013-04-26 2014-10-30 Fincantieri S.P.A. A stabilizing device for a ship or craft, a ship comprising such device, a method for moving the stabilizing device
WO2016131850A1 (en) * 2015-02-17 2016-08-25 Elisabeth Fournier Ship stabilizer system
US10040521B2 (en) 2015-02-17 2018-08-07 Elisabeth Fournier Ship stabilizer system

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Publication number Publication date
FR2736888A1 (en) 1997-01-24
FR2736888B1 (en) 1997-09-26

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