EP1110857B1 - Arrangement for stabilizing a vessel, especially in roll - Google Patents

Arrangement for stabilizing a vessel, especially in roll Download PDF

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Publication number
EP1110857B1
EP1110857B1 EP20000403572 EP00403572A EP1110857B1 EP 1110857 B1 EP1110857 B1 EP 1110857B1 EP 20000403572 EP20000403572 EP 20000403572 EP 00403572 A EP00403572 A EP 00403572A EP 1110857 B1 EP1110857 B1 EP 1110857B1
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EP
European Patent Office
Prior art keywords
cable
characterised
device according
train
means
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Expired - Fee Related
Application number
EP20000403572
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German (de)
French (fr)
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EP1110857A3 (en
EP1110857A2 (en
Inventor
Edmond Chaix
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TechnicAtome SA
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TechnicAtome SA
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Filing date
Publication date
Priority to FR9916066 priority Critical
Priority to FR9916066A priority patent/FR2802504B1/en
Application filed by TechnicAtome SA filed Critical TechnicAtome SA
Publication of EP1110857A2 publication Critical patent/EP1110857A2/en
Publication of EP1110857A3 publication Critical patent/EP1110857A3/en
Application granted granted Critical
Publication of EP1110857B1 publication Critical patent/EP1110857B1/en
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    • 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
    • B63B39/02Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by displacement of masses

Description

Field of the invention

The invention relates to the balancing of ships of high tonnage, such as aircraft carriers and, in particular, roll balancing, that is to say in bed.

Prior art and problem

We know, by the patent application French patent 2 687 978, from the same applicant, a balancing, in particular roll, using a track on which runs a train of ballast solid. Indeed, by referring to Figure 1 of this document, the balancing elements consist of two trains or series of rollers 19, rolling on a track consisting, for example, of two lateral rails 25 and 26. A cable 4, driven by means of a motor 10, through a drum motor 9, allows to move the rollers 19, on both sides of the ship. A locking system in position 34, using two jaws 37, is placed between the two sets of rollers 19 and controlled by the cable 4. The immobilization of the whole is done by bringing the jaws 34 against a central rail positioning 30 placed longitudinally above of the device. When the cable is not tight, the 34 jaws clamp the central positioning rail 30. Two devices are also used on this device. lateral electric cylinders 14 for tensioning the cable to both ends, via a sheave 5, attached to the cylinder rod. Several of these devices can be mounted in parallel in boxes of one same vessel, forming part of the structure of the this one.

It's easy to understand that at a cable tension, both clamping jaws 37 move away from each other to release the device relative to the central positioning rail 30. The set of rollers 19 can then be moved by a pull, on one side or the other, of the cable 4. The suppression of the voltage, voluntary or caused by the breaking of a strand of the cable 4, causes blocking automatic clamping jaws 37 against the rail central positioning 30, in the position close.

The blocking system used here, in the central part of the whole, that is to say in the middle of the two sets of rollers, requires a connection extremely safe between the different moving masses constituted by the rollers. Similarly, the presence of central locking rail forces to design the rollers 19 of a restricted diameter, at least in their part central, to leave space for the passage of the rail of 30. In this way, the mass of the whole is significantly diminished, as is the effectiveness of the system.

In addition, the presence of both cylinders 14 and their respective sheave, 5, of each side of the system, penalizes the system by its footprint.

The object of the invention is therefore to remedy to these disadvantages, by proposing a balancing a different ship.

Summary of the invention

For this purpose, the main object of the invention is a ship balancing device, in particular roll, comprising:

  • a mobile mass train rolling on a runway;
  • immobilization means of the train;
  • a traction cable of the train and control immobilization means;
  • motor means for actuating the cable; and
  • means for adjusting the tension of the cable for controlling the immobilizing means, comprising two sheaves movable to adjust the tension of the cable.

According to the main characteristic of the invention, the adjustment means also have a fixed sheave placed on one side of the device, both mobile sheaves being controlled by a single jack and placed on the other side of the device, opposite the fixed, with the motor means and the cylinder.

In the preferential realization of adjustment means, the two sheaves are connected elastically to one another, the cable passing around these two mobile sheaves, the motor means consisting of a winch placed between these two sheaves mobile and around whose drum is wound the cable.

It is advantageous that the two strands of the cable is fixed in reverse on the winch, around which they curl and unfold, from which done, alternately and simultaneously.

The jack is preferably a jack hydraulic.

In the main achievement of the invention, it is elastically connected to one of the two mobile sheaves.

It can advantageously be controlled by a solenoid valve.

In the case where means of lateral guidance of the train, in this case two rails side, the means of immobilization include mainly a pair of jaws, each pair being controlled by one end of the cable, the jaws of each pair being kept apart each other by elastic means to come resting on the lateral rails, their opening is controlled by a cable tension on these two ends.

In the latter case and when the rails side are standardized I-shaped profiles (IPN), defining two concave parts at three interior surfaces, it is expected that both jaws of each pair of jaws have three friction surfaces pressing on the three surfaces inside this winch.

In the case where more than one balancing are used on the same ship it is better to provide, on each winch, means Temporary mating with the winch of a adjacent device so that, in case of breakdown, one of the winches can drive the other.

In order to increase the efficiency of device and, in particular, optimize the torque of compensation provided by the moving mass train it It is advantageous that these are constituted by lead blocks of a shape quasi-parallelepiped, mounted on wheels rolling on the track.

Where, as required by certain requirements for large vessels, the train must be enclosed in a metal box, the track, on which these moving masses roll, being formed by the lower inner surface of the box, which is installed transversely to to the axis of the ship.

List of Figures

The invention and its various technical characteristics will be better understood on the following reading, which is accompanied by a few figures representing, respectively:

  • Figure 1, in a cavalier view, a balancing device according to the prior art;
  • 2, an overall view, in section, of the balancing device according to the invention;
  • Figure 3, in top view, in section, a pair of jaws used in the immobilization means of the train of the balancing device according to the invention;
  • Figure 4, a detailed view of the motor means and adjusting the cable tension in the device according to the invention;
  • Figure 5, in side view, the jaws shown in Figure 4;
  • Figure 6, in section, seen from the side, one of the moving masses of the train of a balancing device according to the invention;
  • Figure 7, a diagram of the winding of the cable on the winch whose balancing device according to the invention;
  • Figure 8, the winch of the balancing device according to the invention.
Detailed description of a realization of the invention

With reference to Figure 2, the system balancing device according to the invention is installed transversely to the ship, which is symbolized by her side walls 5. A metal box 3 is therefore placed transversely on a deck of the ship or in ceiling under a bridge. The inner surface 7 of the wall Bottom 8 of box 3 acts as a track for the moving mass train, which is placed inside the caisson. This train includes several wagons each of a mass of lead 12 mounted on wheels 13, which roll on the inner surface 7 of the wall lower 8 of the box 3. Of course, the cars, thus constituted, are connected to each other by a hook hitch 15 placed between each of the masses of lead 12. At each end of the train is a pair of jaws 16 intended to immobilize the train in deviating and taking support on the side walls 3. These two pairs of jaws 16 therefore constitute means of immobilization of the train in box 3 at a given location. The fact that uses two pairs of jaws 16, one at each end of the train, balance these means immobilization and gives them a redundant character constituting security, in case one of the two pairs of jaws 16 would fail.

The train is towed by a cable 2 which also controls the operation of both pairs of jaws 16. It is rolled up, in its right part, on a fixed gear 17 stowed to the carcass of the vessel, by example on the side wall 5. On the left side, the cable 2 goes into a command set, including a winch 20 placed between two sheaves 21. The winch 20 can control the movements of the train by driving the cable 2 in one direction or the other. The two mobile sheaves 21 control the tension of the cable 2, thus making it possible to actuate the two pairs of jaws 16. The detail of this command set is explained later in Figure 4.

Figure 3 shows how the cable 2, a pair of jaws 16 and the train are attached one against another. The end of the cable 2 is attached directly to a jaw control part 22 through a shoulder 23 constituting a plug to a grasping tool, in case the cable 2 would be broken. Two jaws 24 are mounted pivoting, each about a vertical axis 26, fixed compared to the lead 12 end mass of the train. A powerful spring 27 maintains permanently the two jaws 24 apart so that each one of them rubs against the lateral inner wall 39 of the box. The masses of lead 12 are hooked to each other others with a towing hook 15, which can be advantageously consists of two heads slightly 29, each inserted into a cavity coupling of a mass of lead 12.

On the other hand, when the two mobile sheaves 21 of Figure 2 act simultaneously to make vary the tension of the cable, that is to say act by traction on both ends of the two strands of cable 2, a traction force is then exerted on each pair of jaws 16. Indeed, if the cable pulls, balanced on both ends the train, it will remain motionless, while the jaw control parts 22 will exert a traction on the two jaws of the same pair 24 by through two links 32. Thus, these the last will be approximated by compression of the spring 27 and the winch will then be able to do its work of order to move the train by pulling one of the two strands of the cable 2.

When the winch 20 drives the cable 2 which pulls on one side of the train, this last is driven for a rolling displacement inside the box 3. Thus, all lead masses 12 is moved from one place to another, to achieve the transverse balancing effect of the ship.

With reference to FIG. better how the jaws 24 can act on the lateral internal surface 28 of the side walls of the box, in the event that these are advantageously each constituted by a profile in I-shaped, of the IPN type, and whose height corresponding to the inner height of the box in which is the train. IPN 35 profiles each have two concave parts, one of which corresponds to the inner lateral surface 28. This last has three parts, a vertical part 28A and two inclined portions 28B in the top and in the bottom of I. In correspondence, each jaw 24 has three surfaces, a vertical surface 26A and two inclined surfaces 26B placed on both sides of the vertical surface 26A and forming a surface exterior corresponding to the bottom surface concave 28 of the profile IPN 35. Thus, each jaw 24 has a maximum yield since an outer surface 26 maximum effect on the inner lateral surface 28 of the caisson.

In Figure 5, are also represented four links 32, two for each 24. Their axis of rotation, relative to the control part 22 of Figure 3, is symbolized by a single axis in mixed lines 33.

With reference, in conjunction with FIGS. and 6, we can see that the shape of each mass of Lead 12 is parallelepipedic. We especially note that the dimensions of each mass of lead 12 correspond to the dimensions of the interior volume of the box 3, delimited mainly by the surfaces lower interior 7 and upper interior 34 and by the inner surfaces 28 of the IPN profiles 35. As a result, a maximum of the inner section of box 3 is occupied by the masses of lead 12, which is a weight gain compared to the system described in the patent application FR-2,687,978 and mentioned in the paragraph of the prior art. Indeed, the presence of a central rail, referenced 30, reduced significantly the space available for the masses mobile. The fixing of such a rail 30, taking into account special characteristics of the steel of which he is constituted, poses technological problems, in particular weldability, and its reduced size induces, by the clamping forces, stress levels important.

In Figure 6, it can be seen that the wheels 13 of each mobile mass 12 rest on the wall inclined 28A lower concave inner surface 28 profiles IPN 35, which helps to center naturally moving masses in the box. Finally, we note that the cable 2 is housed below lead masses 12 and above the surface lower inner 7 of the box.

In Figure 4, is shown in detail the control unit of the cable 2. It distinguishes the end of the train, and more specifically, the last 12 lead mass, equipped with a pair of jaws 16 and its support piece 22, as well as the shoulder 23, to which the first cable strand 2A is attached. This one goes around a first 21A mounted sheave in horizontal translation on a first carriage of translation 36A, mounted on a floor of ship.

The second strand of cable 2B goes into below the train and leads to the other side of this one. He passes around a second mobile 21B sheave, mounted on a second translation carriage 36B, mounted also rolling on a floor of the ship. Both translation carriages 36A and 36B are connected between they elastically by a first spring 38A. One of them, in this case the second trolley 38B, is itself connected elastically to the rod mobile 41 of a hydraulic cylinder 40 fixed.

On their sides, the two strands 2A and 2B are wound on the winch drum 20A, between its passage on the first mobile shea 21A and its passage on the second mobile 21B. Whatever position of the winch 20A, compared to the two sheaves 21A and 21B, it must be established from so that the cable 2 passes around these two mobile sheaves 21 and 21B, over more than a quarter turn, in opposition to requests for the fixing of two strands 2A and 2B of the cable 2 to the mass train of lead.

It's easy to understand that in the when the hydraulic cylinder 40 pushes its moving rod 41 towards the two translation trolleys 36A and 36B, the two strands 2A and 2B of the cable will be stressed in relation to their attachment to the mobile train. As a result, the jaws of the two pairs of jaws 16 will be solicited and be close to each other, releasing in translation the movable lead mass train 12. The winch 20A can then fulfill its command function by translation of the train, which is no longer immobilized in the box 3.

We add that the hydraulic cylinder is controlled by an opening valve for lack of current, such as a three-way valve 42. In others terms, the relaxation of the two strands 2A and 2B of the cable is made by opening the valve due to lack of current, which increases the overall reliability of the system, by compared to a tensioner using an electric jack and therefore requiring the availability of food for the relaxation of the two strands 2A and 2B of the cable. In this case, the tension of the cable 2, that is to say, the release of the train is done by activation of the hydraulic cylinder 40 by actuation of the valve 42.

The use of a hydraulic jack 40 allows also to reduce the mass of the control means compared to those described in the device of the Patent Application 2,687,978, previously described. The bearing force generated by the hydraulic cylinder 80 is independent of the position of the movable rod 41 of this last and depends only on the pressure used and the piston section of the cylinder, which is constant. The indication of a manometer 48 makes it possible to monitor directly the forces of the tensions of the two strands of the cable.

So, in the present case, all the control members of the cable 2, both in displacement in tension, is located on one side of the train, that is to say on one side of the ship. The the only element belonging to the device opposite side is the fixed sheave, referenced 17 in the figure 2.

In Figure 4, is also shown, in phantom, a second command set, identical to the one shown in solid lines. he this is the command set of a device identical to that previously described and located next door. Indeed, in order to able to be effective on a large ship, the balancing device, according to the invention, must be used in multiple copies. It turns out indeed advantageous to have four or five devices according to the invention at the front and four or five balancing devices at the stern of the ship. It is reported that such a balancing device can thus moving ten masses of lead 12, each weighing about two tons. Using ten devices in accordance with the invention, it is thus possible have two hundred tons of balancing on a same ship.

Plus, if any of these ten devices balancing comes to be failing, his 20A winch or 20B can be coupled to winch 20B or 20A of device that adjoins it by means of coupling temporary 50 and symbolized by a broken line, connecting the two winches 20A and 20B. So, he is possible to motorize the winch of a device balancing failure by coupling with the winch from the neighboring device to operate it, even at reduced speed. This is particularly useful if the moving masses of the train of the balancing device into breakdown are on one side. Indeed, the device neighbor can then move the train by temporary coupling of one winch to another and position the broken moving train in the middle of ship.

It should be noted that in case of break a strand 2A or 2B of the cable, the pair of jaws corresponding can no longer be operated and remains therefore blocked by jaw separation, blocking thus the train in its position. This constitutes, well heard, security.

With reference to FIG. 7, each of the two strands 2A and 2B of the cable is wound on a part of the peripheral surface of the winch 20. In addition, each end 43 of each strand 2A and 2B is fixed on the winch, for example by means of a bolt 44 and a baffle 45 wedging the end 43 of a strand of the cable. In other words, the surface of the periphery cylindrical winch 20 is reserved for winding each of the two strands 2A and 2B of the cable.

Figure 8 shows the advantageous presence two grooves 46 each provided to receive a strand 2A or 2B of the cable. Moreover, if the fixing of each ends 43 of the two strands 2A and 2B, to a end of the cylinder constituting the winch 20, one can consider that the groove 46 is common to both strands 2A and 2B. Indeed, during a rotation of the winch 20, one of the two strands 2A is wound up and the other 2B is unwinds, or conversely, the amount of length of groove 46 used being substantially constant. So, the unwinding of a strand 2A frees room for their winding of the other strand 2B of the cable.

Advantages of the device according to the invention

The parallelepipedic shape of the masses mobile 12 leads to optimize the volume of tunnel constituted by the caisson 3. Thus, we gain place, and therefore weight, using such moving masses. The effectiveness of the device is therefore increased.

Using a pair of jaws 16 to each end of the train can not solicit the hooks of the train during the many periods of immobilization of it. This constitutes the considerable advantage, especially when the ship has an inclined position. We thus protect ourselves from accidental breakage of one of the coupling hooks.

Maintenance and control of pairs of Jaws 16 are relatively simple. It is however much simpler than the maintenance of central jaws, referenced 34, of the the prior art. Indeed, the latter is at middle of the train, which is enclosed in the box; he is therefore virtually inaccessible.

In case of breakage of one of the two strands cable, the recovery of the train is relatively easy, thanks to the shoulder 23, between each strand 2A and 2B and the jaw support 22.

The presence of two braking systems, such constitutes each pair of jaws 22, constitutes a security, particularly in the case of rupture of one of the two strands of the cable 2, during a moving train.

The juxtaposition of two devices according to the invention, including winches 20A and 20B respectively are coupled temporarily, allows to troubleshoot one of the devices that would have fallen into breakdown and immobilized in a harmful position for the balance of the ship.

The constitution of lead masses 12 mobile, equipped with four wheels 13, allows them to move on the wings of standard profiles 35, constituting the lateral parts of the box.

The use of coupling hooks 15 of ball type or similar allows some freedom movement between the masses of lead 12, in particular angle. The use of a two-sheave system constituting a double-stage tensioner, equipped with a single hydraulic jack 40, allows to stretch the two strands 2A and 2B of the cable without position control and relax them without adding energy.

The respective winding of the two strands 2A and 2B of the cable on the winch 20, as described previously, avoids winding by traversing.

Claims (12)

  1. Stabilising device for ships, especially when rolling, comprising:
    a train of mobile masses rolling on a track;
    means for immobilising the train;
    a cable (2) for traction of the train and for controlling the means of immobilisation;
    a drive means for actuating the cable (2); and
    means for adjusting the tension of the cable (2) in order to control the means of immobilisation, and comprising two mobile sheaves to adjust the tension of the cable (2),
    characterised in that the means of control comprise a fixed sheave (17), set on one side of the device and two mobile sheaves (21A, 21B) being controlled by a single jack (40) and both being placed on the side opposite to the fixed sheave (17), together with the drive means and the jack (40).
  2. Device according to Claim 1, characterised in that the mobile sheaves (21A and 21B) are linked together, in an elastic fashion, the cable (2) passing around the two mobile sheaves (21A and 21B).
  3. Device according to Claim 2, characterised in that the first mobile sheave (21B) is linked in an elastic fashion to the jack (40).
  4. Device according to Claim 1, characterised in that the drive means are constituted of a winch (20, 20A, 20B), placed between the two mobile sheaves (21A, 21B).
  5. Device according to Claim 1, characterised in that the jack (40) is a hydraulic jack.
  6. Device according to Claim 5, characterised in that the hydraulic jack (40) is controlled by a solenoid valve lacking current (42).
  7. Device according to Claim 1, in which the guide means of a train are two lateral sections (35),
    characterised in that the means of immobilisation comprise a pair of jaws (24), at each end of the train, the jaws (24) being kept apart against the interior surface of the lateral rails and linked to one end of the cable (2) whose tension makes the two jaws (24) of a pair of jaws (16) close together.
  8. Device according to Claim 7, characterised in that the two rails being standardised I sections, of the IPN (35) type, with at least one internal concave part constituted of an internal vertical surface (28A) and two internal inclined surfaces (28B), characterised in that the jaws (24) possess three friction surfaces, one vertical friction surface (26A) and two inclined friction surfaces (26B), bearing respectively on the three internal surfaces (28A, 28B) of the corresponding lateral rail (35).
  9. Device according to Claim 1, characterised in that the mobile masses are constituted of lead masses (12) of a quasi-parallelepiped shape and mounted on small wheels (13) rolling on the track.
  10. Device according to Claim 1, characterised in that the track is constituted by the lower interior surface (7) of a metallic housing (3) and installed transversally relative to the axis of the ship.
  11. Device according to Claim 2, characterised in that the two strands (2A, 2B) of the cable (2) are fixed on the winch (20, 20A, 20B) in reverse fashion, and around which they roll and unroll, thus alternately and simultaneously.
  12. Device according to Claim 1, characterised in that each winch (20A, 20B) has temporary coupling means (48) with the winch (20B, 20A) of an adjacent device, so that one can drive the other, should either of them fail.
EP20000403572 1999-12-20 2000-12-18 Arrangement for stabilizing a vessel, especially in roll Expired - Fee Related EP1110857B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
FR9916066 1999-12-20
FR9916066A FR2802504B1 (en) 1999-12-20 1999-12-20 Improved device for balancing a vessel especially rolling

Publications (3)

Publication Number Publication Date
EP1110857A2 EP1110857A2 (en) 2001-06-27
EP1110857A3 EP1110857A3 (en) 2001-08-08
EP1110857B1 true EP1110857B1 (en) 2005-10-26

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EP20000403572 Expired - Fee Related EP1110857B1 (en) 1999-12-20 2000-12-18 Arrangement for stabilizing a vessel, especially in roll

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US (1) US6349660B2 (en)
EP (1) EP1110857B1 (en)
JP (1) JP4718680B2 (en)
DE (1) DE60023432T2 (en)
FR (1) FR2802504B1 (en)

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FR2831135B1 (en) 2001-10-18 2004-01-23 Technicatome Balancing device for low tonnage vessels
US20070084394A1 (en) * 2005-10-19 2007-04-19 Peter Gudmundson Power generation in watercraft
PL2197734T3 (en) * 2007-08-30 2013-09-30 Speed 4 Sail S A Movable ballast for sailboat and ship
KR101533392B1 (en) * 2007-10-11 2015-07-02 아이티알이씨 비. 브이. Vessels with roll damping mechanism
WO2009120062A2 (en) * 2008-03-26 2009-10-01 Itrec B.V. Heave compensation system and method
EP2952426B1 (en) * 2009-09-04 2020-03-11 Itrec B.V. Twin hull vessel with roll and pitch damping devices
CN102079364B (en) * 2009-11-27 2013-04-10 三一电气有限责任公司 Wind turbine installation vessel and gravity center adjusting devices for same
LU91809A1 (en) 2011-04-20 2012-10-22 Vincent De Troz Mobile ballast device
US9150291B2 (en) * 2013-01-23 2015-10-06 Elliott B. Dollar Weight distribution device and method for modifying wake
US9926052B2 (en) 2015-12-30 2018-03-27 Abb Schweiz Ag Control mechanism for transformer in-situ inspection device
KR101847737B1 (en) 2016-10-17 2018-04-10 (주)한국해사기술 Appratus and method for preventing the buckling of piston rod
KR101847739B1 (en) 2016-10-17 2018-04-10 (주)한국해사기술 Stroke twice transport device
WO2018125229A1 (en) * 2016-12-30 2018-07-05 Abb Schweiz Ag Control mechanism for transformer in-situ inspection device

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DE324970C (en) * 1915-08-12 1920-09-07 Vulcan Werke Method of damping swinging movements of bodies, in particular the rolling movements of ships
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FR2687978B1 (en) 1992-02-27 1998-05-07 Technicatome Balancing device for ships, particularly in rolls.
JPH06183394A (en) * 1992-12-18 1994-07-05 Ishikawajima Harima Heavy Ind Co Ltd Anti-rolling device for marine structure
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JP3874835B2 (en) * 1996-03-25 2007-01-31 株式会社トキメック Anti-vibration device
JPH10119886A (en) * 1996-10-23 1998-05-12 Tokimec Inc Anti-rolling device
US6019056A (en) * 1996-10-23 2000-02-01 Tokimec Inc. Anti-rolling apparatus

Also Published As

Publication number Publication date
US6349660B2 (en) 2002-02-26
EP1110857A2 (en) 2001-06-27
US20010003963A1 (en) 2001-06-21
FR2802504B1 (en) 2002-03-01
JP2001206287A (en) 2001-07-31
DE60023432D1 (en) 2005-12-01
DE60023432T2 (en) 2006-07-27
FR2802504A1 (en) 2001-06-22
EP1110857A3 (en) 2001-08-08
JP4718680B2 (en) 2011-07-06

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